CN213927725U - Vehicle centering device and vehicle carrying platform - Google Patents

Abstract

The embodiment of the utility model provides a vehicle centering device and carry a car platform, the vehicle centering device of the embodiment of the utility model comprises a main frame, a transmission mechanism, a driving mechanism, a detection device and a controller, wherein the transmission mechanism is arranged on the main frame and can bear the wheels of a vehicle; the driving mechanism is arranged on the main frame and can drive the conveying mechanism to move relative to the main frame so as to move the vehicle; the detection device is arranged on the conveying mechanism and used for acquiring the pressure value applied to the conveying mechanism by the wheel; the controller is electrically connected with the detection device and the driving mechanism; the controller can obtain the positions of the wheels according to the pressure values and the positions of the detection devices, and controls the driving mechanism to act according to the positions of the wheels so as to center the vehicle and the main frame.

Description

Vehicle centering device and vehicle carrying platform

Technical Field

The utility model discloses generally relate to vehicle centering technical field, particularly, relate to a vehicle centering device and carry a car platform.

Background

Due to the popularization of the stereo garage, the problem of difficulty in parking in the current society is effectively solved. After the vehicles are parked in the stereo garage, the vehicles need to be parked on the transfer mechanism firstly, and the vehicles are transferred to the parking spaces one by one through the transfer mechanism. In the transfer process, if the vehicle is not in the centering state, the scratch often occurs. However, most of the related art adopts a purely mechanical centering device, which has poor centering efficiency and centering accuracy.

SUMMERY OF THE UTILITY MODEL

The embodiment of the utility model provides a vehicle centering device and carry a car platform has realized the automatic centering to the vehicle, has effectively improved the centering efficiency and the centering precision of vehicle.

The utility model discloses vehicle centering device of embodiment, including main frame, transport mechanism, actuating mechanism, detection device and controller, transport mechanism locates the main frame, transport mechanism can bear the wheel of the vehicle; the driving mechanism is arranged on the main frame and can drive the conveying mechanism to move relative to the main frame so as to move the vehicle; the detection device is arranged on the conveying mechanism and used for acquiring the pressure value applied to the conveying mechanism by the wheel; the controller is electrically connected with the detection device and the driving mechanism; the controller can obtain the positions of the wheels according to the pressure values and the positions of the detection devices, and controls the driving mechanism to act according to the positions of the wheels so as to center the vehicle and the main frame.

According to some embodiments of the invention, the conveyor is a conveyor line.

According to some embodiments of the invention, the conveying surface of the conveying line is flush with the upper surface of the main frame.

According to some embodiments of the invention, the conveyor line comprises a plurality of conveyor rollers arranged side by side.

According to some embodiments of the utility model, the transfer chain still includes a conveyer belt, the conveyer belt is around locating a plurality ofly the outside of transfer roller.

According to some embodiments of the present invention, a sprocket is provided at one end of each of the transfer rollers, and two sets of sprockets are provided on each of the sprockets;

the conveying rollers are divided into a first part and a second part, one of the chain wheels in the first part is adjacent to one of the chain wheels in the second part, and two adjacent chain wheels are meshed with the chain wheel on the driving mechanism through a first chain;

every two adjacent sprockets in the first part are meshed through a second chain, and the second chains are staggered alternately;

every two adjacent sprockets in the second portion are meshed through a third chain, and the third chains are staggered alternately.

According to some embodiments of the invention, the main frame has a center line in the horizontal direction;

the moving direction of the conveying mechanism is perpendicular to the central line.

According to some embodiments of the present invention, the vehicle centering device includes two the transport mechanism and two the transport mechanism corresponds two of the setting respectively the detection device, one of them the transport mechanism with one of them front wheels of vehicle corresponds the setting, another the transport mechanism with one of them rear wheels of vehicle corresponds the setting.

According to some embodiments of the invention, two of the transport mechanisms are located on either side of the center line.

According to some embodiments of the present invention, the vehicle centering device comprises four conveying mechanisms and four detecting devices respectively corresponding to the four conveying mechanisms, wherein the four conveying mechanisms are respectively a first conveying mechanism, a second conveying mechanism, a third conveying mechanism and a fourth conveying mechanism;

the first transmission mechanism and the second transmission mechanism are respectively arranged corresponding to two front wheels of the vehicle;

the third transmission mechanism and the fourth transmission mechanism are respectively arranged corresponding to two rear wheels of the vehicle;

the length of the conveying mechanism corresponding to the rear wheel of the vehicle is larger than that of the conveying mechanism corresponding to the front wheel of the vehicle along the length direction of the vehicle.

According to some embodiments of the present invention, the first transport mechanism and the second transport mechanism are connected by a first synchronization mechanism, so that the first transport mechanism and the second transport mechanism can act synchronously;

the third conveying mechanism and the fourth conveying mechanism are connected through a second synchronous mechanism, so that the third conveying mechanism and the fourth conveying mechanism can act synchronously.

According to some embodiments of the invention, in the horizontal direction, each of the transport mechanisms is rectangular;

each detection device comprises four detection units, and one detection unit is respectively arranged at four corners of the bottom of each conveying mechanism.

According to some embodiments of the invention, the vehicle centering device further comprises a stop mechanism, adjacently located to the transport mechanism, for stopping the front wheel of the vehicle.

The utility model discloses carry the car platform, including foretell vehicle centering device.

An embodiment in the above-mentioned utility model has following advantage or beneficial effect:

the utility model discloses vehicle centering device through the weight that obtains the wheel of stopping into the vehicle and detection device's position to obtain the position of wheel, and then judge whether the vehicle is in the centering state. If the vehicle is not in the centering state, the posture of the vehicle is adjusted by controlling the movement of the transmission mechanism, and finally the automatic centering effect of the vehicle is realized. Compare in the centering device of pure mechanical type among the correlation technique, the utility model discloses vehicle centering device's centering efficiency and centering precision all show the improvement, have solved the user and have required high difficult problem to user's driving level and the gesture of vehicle when parkking, improve intelligent level and user experience.

Drawings

The above and other features and advantages of the present invention will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings.

Fig. 1 shows a top view of a vehicle centering device according to an embodiment of the present invention.

Fig. 2 to 4 show three views of a first transfer mechanism according to an embodiment of the present invention.

Fig. 5 is a schematic structural diagram of the first conveying roller according to the embodiment of the present invention.

Fig. 6 to 8 show three views of a second transfer mechanism according to an embodiment of the present invention. Fig. 9 to 11 show three views of a third transfer mechanism according to an embodiment of the present invention.

Fig. 12 to 14 show three views of a fourth transfer mechanism according to an embodiment of the present invention.

Fig. 15 is a schematic structural diagram of a synchronization mechanism according to an embodiment of the present invention.

Fig. 16 is a schematic diagram illustrating obtaining wheel coordinate values according to an embodiment of the present invention.

Fig. 17 is another schematic diagram illustrating the obtaining of wheel coordinate values according to an embodiment of the present invention.

Fig. 18 shows a schematic diagram of a storage medium according to an embodiment of the present invention.

Fig. 19 shows a block diagram of an electronic device according to an embodiment of the invention.

Wherein the reference numerals are as follows:

100. main frame

210. First transfer mechanism

211. First frame body

212. First transfer roller

2121. Roller body

2122. Bearing assembly

2123. Spacer sleeve

2124. Chain wheel

21241. Sprocket gear

213. First conveyor belt

214. The first part

215. The second part

216. First chain

217. Second chain

218. Third chain

220. Second transfer mechanism

221. Second frame body

222. Second transfer roller

223. Second conveyor belt

230. Third transport mechanism

231. Third frame body

232. Third transfer roller

233. Third conveyor belt

240. Fourth transfer mechanism

241. Fourth frame body

242. Fourth transfer roller

243. Fourth conveyor belt

250. First driving mechanism

251. Chain wheel

260. Second driving mechanism

300. Stop mechanism

410. Synchronous chain wheel

420. Synchronous chain

500. Detection device

510. Detection unit

W1, length

W2, length

L, center line

M, direction of motion

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and thus their detailed description will be omitted.

The utility model discloses vehicle centering device, it can realize the automatic centering to parking the vehicle above that, plays the automatic effect of rectifying to parking the vehicle, reduces the driving level requirement of user and the gesture requirement of vehicle in the use, improves intelligent level and user experience.

It is worth mentioning that the vehicle in the centered state means that the center line along the vehicle length direction coincides with the center line along the length direction of the main frame 100 in the vertical direction or tends to coincide within a certain range.

As shown in fig. 1, fig. 1 is a plan view of a vehicle centering device according to an embodiment of the present invention. The utility model discloses vehicle centering device, including main frame 100, transport mechanism, actuating mechanism, detection device 500 and controller. The conveying mechanism is arranged on the main frame 100 and can support wheels of a vehicle; the driving mechanism is arranged on the main frame 100 and can drive the conveying mechanism to move relative to the main frame 100 so as to move the vehicle; the detection device 500 is arranged on the conveying mechanism and used for acquiring the pressure value applied to the conveying mechanism by the wheel; the controller is electrically connected to the detection device 500 and the driving mechanism; wherein, the controller can obtain the position of the wheel according to the pressure value and the position of the detection device 500, and control the driving mechanism to act according to the position of the wheel, so as to center the vehicle and the main frame 100.

The utility model discloses vehicle centering device through the weight that obtains the wheel of stopping into the vehicle and detection device 500's position to obtain the position of wheel, and then judge whether the vehicle is in the centering state. If the vehicle is not in the centering state, the posture of the vehicle is adjusted by controlling the movement of the transmission mechanism, and finally the automatic centering effect of the vehicle is realized. Compare in the centering device of pure mechanical type among the correlation technique, the utility model discloses vehicle centering device's centering efficiency and centering precision all show the improvement, have solved the user and have required high difficult problem to user's driving level and the gesture of vehicle when parkking, improve intelligent level and user experience.

As shown in fig. 1, in the present embodiment, the vehicle centering device according to the embodiment of the present invention includes a main frame 100, and a first conveying mechanism 210, a second conveying mechanism 220, a third conveying mechanism 230, and a fourth conveying mechanism 240 provided on the main frame 100. When the vehicle is parked in the main frame 100, the first transfer mechanism 210 and the second transfer mechanism 220 respectively support two front wheels of the vehicle, and the third transfer mechanism 230 and the fourth transfer mechanism 240 respectively support two rear wheels of the vehicle.

The main frame 100 may be constructed of a profile, and may have a substantially rectangular shape in a horizontal direction. Along the length direction of the main frame 100, there is a center line L, and the distances from the center line L to the two sides of the main frame 100 are equal.

When the vehicle is parked on the main frame 100 in a centered state, the center line of the vehicle in the longitudinal direction coincides with the center line L of the main frame 100 in the vertical direction or the distance by which the two center lines are staggered in the horizontal direction is equal to or less than a predetermined value. For example, although the center line of the vehicle does not vertically overlap the center line of the main frame 100, the vehicle may be considered to be in the centered state if the distance by which the two center lines are shifted in the horizontal direction is equal to or less than a predetermined value.

Of course, it is understood that the predetermined value may be determined according to the size of the vehicle and the size of the main frame 100.

When the vehicle is parked on the main frame 100 and is not centered, the first transfer mechanism 210, the second transfer mechanism 220, the third transfer mechanism 230, and the fourth transfer mechanism 240 may move relative to the main frame 100, thereby adjusting the posture of the vehicle and moving the vehicle to a centered state.

It should be noted that whether the first transfer mechanism 210, the second transfer mechanism 220, the third transfer mechanism 230, and the fourth transfer mechanism 240 move simultaneously or independently depends on the specific posture of the vehicle after the vehicle stops in the main frame 100. For example, when the two front wheels and the two rear wheels of the vehicle are not aligned, the four transfer mechanisms may be driven to move simultaneously, for example, the first transfer mechanism 210 and the second transfer mechanism 220 move upward, and the third transfer mechanism 230 and the fourth transfer mechanism 240 move downward. When the two front wheels of the vehicle are not centered and the two rear wheels are in the pair, only the first transfer mechanism 210 and the second transfer mechanism 220 may be driven to move. Similarly, when the two rear wheels of the vehicle are not centered and the two front wheels are centered, only the third transmission mechanism 230 and the fourth transmission mechanism 240 may be driven to move.

It should be understood that the terms left, right, up, down, inside and outside in the embodiments of the present invention are relative to each other or are referred to in the normal use state of the product, and should not be considered as limiting. When the direction of the main frame 100 of the embodiment of the present invention changes, the understanding of the moving direction of the transmission mechanism should also change along with the change of the direction.

The utility model discloses vehicle centering device still includes backstop mechanism 300, locates on the main frame 100, and the adjacent transport mechanism of locating for the front wheel of backstop vehicle. In the present embodiment, two stopper mechanisms 300 are included, respectively provided at the front end portions of the first conveyance mechanism 210 and the second conveyance mechanism 220, respectively for stopping the two front wheels of the vehicle.

When a vehicle enters the main frame 100, the stopping mechanism 300 extends out of the upper surface of the main frame 100 to ensure that the front wheel of the vehicle can be effectively stopped and the position of the front wheel of the vehicle can be fixed. When the vehicle needs to exit from the main frame 100, the stopping mechanism 300 is retracted to be flush with the upper surface of the main frame 100, so as to ensure that the vehicle can exit smoothly without obstacles.

As shown in fig. 2 to 4, fig. 2 to 4 are three views of the first transfer mechanism 210 according to the embodiment of the present invention. The first conveying mechanism 210 of the embodiment of the present invention includes a first frame body 211, a first conveying roller 212, a first conveying belt 213, and a first driving mechanism 250. The first frame body 211 is disposed on the main frame 100, the first conveying roller 212 is rotatably connected to the first frame body 211, and the first driving mechanism 250 is disposed on the first frame body 211. The first belt 213 is wound around the outside of the first conveying roller 212. The first driving mechanism 250 may drive the first conveying roller 212 and the first conveying belt 213 to move through a sprocket and chain transmission manner. The first driving mechanism 250 may include a motor and a sprocket.

As shown in fig. 5, fig. 5 is a schematic structural diagram of the first conveying roller 212 according to an embodiment of the present invention. The first transfer roller 212 according to an embodiment of the present invention includes a roller body 2121, a bearing 2122, a spacer 2123, and a sprocket 2124. The sprocket 251 of the first driving mechanism 250 may transmit power to the sprocket 2124 via the first chain 216, thereby moving the first conveying roller 212 and the first conveyor belt 213.

After the vehicle enters the main frame 100, the wheels of the vehicle contact the upper surface of the first transfer mechanism 210. When the first conveyance mechanism 210 moves, the posture of the vehicle can be adjusted.

The upper surface of the first transfer mechanism 210 may be flush with the upper surface of the main frame 100, so that the vehicle can be driven from the main frame 100 to the first transfer mechanism 210.

As shown in fig. 4 and 5, the sprocket 2124 on each first conveying roller 212 is provided with two sets of sprockets 21241.

The plurality of first transfer rollers 212 are divided into a first portion 214 and a second portion 215, one of the sprockets 2124 of the first portion 214 and one of the sprockets 2124 of the second portion 215 are adjacent, and two adjacent sprockets 2124 and the sprocket 251 of the first driving mechanism 250 are engaged by the first chain 216. Every two adjacent sprockets 2124 in the first portion 214 are engaged by the second chain 217, and the plurality of second chains 217 are alternately staggered. Every two adjacent sprockets 2124 in the second portion 215 are engaged by a third chain 218, and the plurality of third chains 218 are alternately staggered.

Through the design, each first conveying roller 212 and the first driving mechanism 250 can be ensured to synchronously act, and the condition that the wheels are slipped and damaged due to the fact that the plurality of first conveying rollers 212 rotate asynchronously is avoided. In addition, each two adjacent sprockets in the first portion 214 or the second portion 215 are engaged by a chain, which can shorten the length of each chain and make the transmission more compact. The chain tensioning mechanism is also eliminated due to the shorter chain.

As shown in fig. 6 to 8, fig. 6 to 8 are three views of the second transfer mechanism 220 according to the embodiment of the present invention. The second transfer mechanism 220 of the embodiment of the present invention is substantially similar to the first transfer mechanism 210 in structure, and the second transfer mechanism 220 includes a second frame body 221, a second transfer roller 222, and a second transfer belt 223. The second conveying roller 222 is rotatably connected to the second frame 221, and the second conveying belt 223 is wound around the second conveying roller 222.

Since the first driving mechanism 250 is disposed on the first frame body 211, the height of the first frame body 211 is greater than that of the second frame body 221 in the vertical direction.

The second conveying mechanism 220 is different from the first conveying mechanism 210 in that in addition to the above-mentioned difference in height between the first frame body 211 and the second frame body 221, the first conveying mechanism 210 further includes a first driving mechanism 250, and the first conveying roller 212 is driven to move by the first driving mechanism 250. A synchronization mechanism may be disposed between the first transfer mechanism 210 and the second transfer mechanism 220 to enable the first transfer mechanism 210 and the second transfer mechanism 220 to move synchronously (as will be described in detail below in conjunction with fig. 15).

Of course, it is understood that the second transfer mechanism 220 may have a separate drive mechanism.

As shown in fig. 9 to 11, fig. 9 to 11 are three views of a third transfer mechanism 230 according to an embodiment of the present invention. The third transfer mechanism 230 of the embodiment of the present invention is substantially similar to the first transfer mechanism 210 in structure, and the third transfer mechanism 230 includes a third frame body 231, a third transfer roller 232, a third transfer belt 233, and a second driving mechanism 260. The third frame 231 is disposed on the main frame 100, the third conveying roller 232 is rotatably connected to the third frame 231, and the second driving mechanism 260 is disposed on the third frame 231. The third transfer belt 233 is wound around the outside of the third transfer roller 232.

The driving manner of the second driving mechanism 260 driving the third conveying roller 232 is the same as the driving manner of the first driving mechanism 250 driving the first conveying roller 212, and all the beneficial effects of the first conveying mechanism 210 are achieved, and the details are not repeated here.

The third transfer mechanism 230 differs from the first transfer mechanism 210 in that: the length W2 of the third transfer mechanism 230 is longer than the length W1 of the first transfer mechanism 210 along the length direction of the main frame 100.

In view of the above, the vehicle centering device according to the embodiment of the present invention defines the position of the front wheel of the vehicle by using the front wheel of the vehicle as a positioning reference, i.e., by the action of the stopper mechanism 300. The location of contact of the front wheels of the vehicle with the first transfer mechanism 210 and the second transfer mechanism 220 is determined primarily by the diameter of the front wheels. For example, when a vehicle of a different model is parked on the main frame 100, the diameter of the front wheel is large, the contact point of the front wheel with the transfer mechanism is far from the stopper mechanism 300, and the diameter of the front wheel is small, the contact point of the front wheel with the transfer mechanism is near to the stopper mechanism 300. Since the range of variation in the diameter of the front wheel is small between different vehicle types, the length W1 of the first conveyance mechanism 210 can be set short, and the front wheel can be supported.

However, the contact point between the rear wheel of the vehicle and the transmission mechanism is not only dependent on the change of the diameter of the rear wheel, but also more considering the change of the wheelbase of the vehicle of different vehicle types, and the length W2 of the second transmission mechanism 220 needs to be designed to be longer because the range of the change of the wheelbase of the vehicle of different vehicle types is larger. When vehicles of different models are driven into the main frame 100 and positioned by the stopping mechanism 300, four wheels of the vehicles can be respectively contacted with the first conveying mechanism 210, the second conveying mechanism 220, the third conveying mechanism 230 and the fourth conveying mechanism 240, so that the contact between the front wheels of the vehicles and the conveying mechanisms can not occur, and the rear wheels of the vehicles do not fall on the conveying mechanisms.

As shown in fig. 12 to 14, fig. 12 to 14 are three views of a fourth transfer mechanism 240 according to an embodiment of the present invention. The utility model discloses fourth transport mechanism 240 is basically the same with second transport mechanism 220, including fourth support body 241, fourth transfer roller 242 and fourth conveyer belt 243. The fourth transfer roller 242 is rotatably connected to the fourth frame body 241, and the fourth transfer belt 243 is wound around the outside of the fourth transfer roller 242.

The fourth transfer mechanism 240 differs from the second transfer mechanism 220 in that: the length of the fourth conveyance mechanism 240 is longer than the length of the second conveyance mechanism 220 along the length direction of the main frame 100. By such a design, the advantages and benefits of the third transfer mechanism 230 are substantially the same as the length of the first transfer mechanism 210, and the description thereof is omitted here.

Of course, it is understood that the lengths of the first conveying mechanism 210 and the second conveying mechanism 220 may be the same or different along the length direction of the main frame 100. The lengths of the third transfer mechanism 230 and the fourth transfer mechanism 240 may be the same or different.

It is worth mentioning that the conveying mechanism adopts a structure of a conveying line, such as a conveying roller, a conveying belt or a conveying chain plate. Of course, in other embodiments, the transport mechanism may take other forms, such as a translating plate or other suitable structure capable of adjusting the attitude of the vehicle.

In one embodiment, the conveying surface of each conveyor line is flush with the upper surface of the main frame 100. Thus, the vehicles can be smoothly driven from the main frame 100 to the conveying line.

As shown in fig. 1, in one embodiment, the movement direction M of each transport mechanism is perpendicular to the centerline L of the main frame 100.

It is understood, of course, that the moving direction M may not be perpendicular to the center line L, for example, at an acute angle or an obtuse angle, and the vehicle posture may be adjusted when the transfer mechanism moves.

As shown in fig. 15, fig. 15 is a schematic structural diagram of a synchronization mechanism according to an embodiment of the present invention. The first transfer mechanism 210 and the second transfer mechanism 220 are connected by a synchronization mechanism, so that the first transfer mechanism 210 and the second transfer mechanism 220 can act synchronously.

The synchronization mechanism includes two sets of synchronization sprockets 410 and three sets of synchronization chains 420. Two timing sprockets 410 are provided at the first transfer mechanism 210 and the second transfer mechanism 220, respectively. Three sets of timing chains 420 are respectively wound around the sprockets of the first driving mechanism 250 and one of the timing sprockets 410, between two of the timing sprockets 410, and between the other timing sprocket 410 and the sprocket on the second conveying mechanism 220. Each of the timing sprockets 410 can be comprised of two sets of teeth. The power of the first driving mechanism 250 on the first conveyance mechanism 210 can be transmitted to the second conveyance mechanism 220 through the above-described synchronization mechanism, so that the first conveyance mechanism 210 and the second conveyance mechanism 220 can move in synchronization.

By designing the synchronization mechanism, when the first transfer mechanism 210 and the second transfer mechanism 220 move to adjust the posture of the vehicle, the first transfer mechanism 210 and the second transfer mechanism 220 can move synchronously, so that two front wheels of the vehicle move simultaneously, and the phenomenon that when the movement of the first transfer mechanism 210 and the movement of the second transfer mechanism 220 are not synchronous, one of the front wheels slips on the transfer mechanism, so that the abrasion of the tire is increased is prevented.

Similarly, the third conveying mechanism 230 and the fourth conveying mechanism 240 are also connected by a synchronizing mechanism, so that the third conveying mechanism 230 and the fourth conveying mechanism 240 can synchronously operate, and the specific structure, connection relationship and beneficial effects of the synchronizing mechanism are the same as those of the first conveying mechanism 210 and the second conveying mechanism 220, and are not described herein again.

Of course, it is understood that the above-mentioned manner of driving the first conveying mechanism 210 by the first driving mechanism 250, the manner of driving the third conveying mechanism 230 by the second driving mechanism 260, and the manner of driving the synchronizing mechanism may also adopt a timing belt or other suitable structures, which are not listed here.

The first and second driving mechanisms 250 and 260 may be hydraulically driven instead of the electric motors.

Referring to fig. 15, the first frame 211 of the first conveying mechanism 210 is provided with a detecting device 500, and the second frame 221 of the second conveying mechanism 220 is provided with the detecting device 500. The detection device 500 is used for acquiring the pressure value applied to the transmission mechanism by the wheel. Similarly, the third conveying mechanism 230 and the fourth conveying mechanism 240 are also provided with the detecting device 500.

As shown in fig. 1 and 16, each transport mechanism is rectangular in the horizontal direction. Each detecting device 500 includes four detecting units 510, and one detecting unit 510 is disposed at each of the four corners of the bottom of each conveying mechanism. Each detection unit 510 is capable of detecting the local pressure at its own location. That is, the pressure exerted by the wheels on one transport mechanism is equal to the sum of the pressures of the four detection units 510 on that transport mechanism. It is understood that the detecting device 500 may be a pressure sensor or a weight, etc.

Of course, the shape of the transfer mechanism is not limited to a rectangle, and may be, for example, a triangle, a hexagon, or another suitable shape. In addition, the number of detection units 510 per transport mechanism may also be one, two, three, five, or other number.

When the transfer mechanism is triangular, three detection units 510 may be provided per transfer mechanism, and the three detection units 510 may be uniformly arranged at three corners of the triangle.

It should be understood that the shape, number, arrangement position and form of the transmission mechanism, the number of the detection units 510 are not limited to this, for example, the detection device 500 may also be installed under the main frame 100 at a bearing position where other components are connected.

Referring to fig. 16, the working principle and the working process of the vehicle centering device according to the embodiment of the present invention will be described in detail by taking the case that four conveying mechanisms are disposed on the main frame 100 and four detecting units 510 are disposed on each conveying mechanism as an example. The four transport mechanisms are a first transport mechanism 210, a second transport mechanism 220, a third transport mechanism 230, and a fourth transport mechanism 240, respectively. The first transfer mechanism 210 and the second transfer mechanism 220 are respectively provided corresponding to two front wheels of the vehicle, and the third transfer mechanism 230 and the fourth transfer mechanism 240 are respectively provided corresponding to two rear wheels of the vehicle. The first and second transfer mechanisms 210 and 220 are symmetrically disposed with respect to the center line L, and the third and fourth transfer mechanisms 230 and 240 are symmetrically disposed with respect to the center line L.

As shown in fig. 16, fig. 16 is a schematic diagram illustrating obtaining wheel coordinate values according to an embodiment of the present invention. Assuming that the initial parking position of the vehicle is as shown in fig. 16, a two-dimensional coordinate system is established with the center O of the main frame 100 as the origin (or other points on the main frame 100 may be used as the origin, and the principle is the same), and millimeter is used as a unit grid, each detection unit 510 on any one of the transport mechanisms has its own coordinate value.

For the upper left wheel a in the figure, the coordinate values of the force points of the four detecting units 510 below the conveying mechanism are (X1, Y1), (X2, Y2), (X3, Y3), (X4, Y4), respectively. Assuming that the barycentric coordinates of the wheel are (Xa, Ya), the weight or pressure values detected by the four detecting units 510 are W1a, W2a, W3a, and W4a, the weight applied by the wheel is Wa ═ W1a + W2a + W3a + W4 a. According to the torque balance principle:

torque balance in the Y-axis direction: wa × Xa ═ W1a × X1+ W2a × X2+ W3a × X3+ W4a × X4;

torque balance in the X-axis direction: wa × Ya ═ W1a × Y1+ W2a × Y2+ W3a × Y3+ W4a × Y4;

thereby obtaining the specific coordinate value of the gravity center of the wheel:

Xa＝(W1a×X1+W2a×X2+W3a×X3+W4a×X4)/Wa；

Ya＝(W1a×Y1+W2a×Y2+W3a×Y3+W4a×Y4)/Wa；

similarly, the coordinate values of the centers of gravity of the other three wheels can be obtained, and the specific coordinate values of the centers of gravity of the four wheels are (Xa, Ya), (Xb, Yb), (Xc, Yc) and (Xd, Yd), respectively. For convenience of description, A, B is a front wheel and C, D is a rear wheel.

Here, the vehicle is defined to be in a centered state as: the centers of gravity of the two front wheels of the vehicle are symmetrical with respect to the center line (X-axis) in the length direction of the main frame 100, and the centers of gravity of the two rear wheels of the vehicle are symmetrical with respect to the center line (X-axis) in the length direction of the main frame 100. At this time, whether the vehicle is centered can be judged based on the gravity center position of each wheel, specifically: the controller compares the coordinates of the center of gravity of the two front wheels and the coordinates of the center of gravity of the two rear wheels, and determines that the vehicle is in a centered state if the coordinates of the center of gravity of the two front wheels are symmetric with respect to the center line (X axis) in the length direction of the main frame 100 and the centers of gravity of the two rear wheels are symmetric with respect to the center line (Y axis) in the length direction of the main frame 100. In the present embodiment, i.e., | Ya | ═ Yb |, and | Yc | ═ Yd |.

If the centering state is not reached, the controller controls the four conveying mechanisms to provide power to continuously push the wheels until the controller determines that the barycentric coordinates of the wheels meet the centering state, at the moment, the controller controls the four conveying mechanisms to stop moving, and the centering process is finished.

The following detailed description explains that the vehicle centering device of the embodiment of the present invention is applied to the parking process of the user. At first the user with vehicle drive extremely the utility model discloses vehicle centering device, backstop mechanism 300 on the main frame 100 has been in the state of stretching out this moment, and vehicle front wheel touching backstop mechanism 300 stops, and the front and back wheel all stops in first transport mechanism 210, second transport mechanism 220, third transport mechanism 230 and fourth transport mechanism 240 within ranges, and the vehicle stops steadily and stalls the brake, and the car owner leaves. The detection device 500 then starts to operate, and as mentioned above, the pressure value signal is fed back to the controller to obtain the coordinates of the center of gravity of the wheel. If the vehicle is not in the centered state, the first transfer mechanism 210, the second transfer mechanism 220, the third transfer mechanism 230 and the fourth transfer mechanism 240 are operated to adjust the vehicle to the centered state. Taking the position of the wheels in fig. 16 as an example, the first transmission mechanism 210 drives the second transmission mechanism 220 to move synchronously, so as to drive the front wheels A, B to move forward toward the Y-axis. At the same time, the third transport mechanism 230 will drive the fourth transport mechanism 240 to drive the rear wheel C, D to move in the negative Y-axis direction. In the process of adjusting the vehicle attitude, the detection device 500 will continuously work to detect the barycentric coordinates of the wheels in real time until the vehicle is determined to be in a centering state within the allowable deviation range.

Of course, it is understood that, as shown in fig. 17, only two transmission mechanisms may be provided on the main frame 100 of the vehicle centering device according to the embodiment of the present invention. One of the transfer mechanisms is disposed in correspondence with one of the front wheels of the vehicle and the other transfer mechanism is disposed in correspondence with one of the rear wheels of the vehicle. The two transport mechanisms may be located on either side of the centre line.

As shown in fig. 17, fig. 17 is another schematic diagram of obtaining wheel coordinate values according to an embodiment of the present invention. In this case, the principle of calculation and analysis of the positions of the centers of gravity of the two wheels of the vehicle is the same as described above, and will not be described here. The vehicle centering state at this time is defined as | Ya | ═ Yd |. It is worth mentioning that this is a definition based on the assumption that the track width of the two front wheels is equal to the track width of the two rear wheels, which ignores the aforementioned deviation of the front and rear track widths, and this arrangement can be used when it satisfies the allowable deviation in actual use, and the basic detection calculation principle thereof is unchanged.

After obtaining the coordinates (Xa, Ya) and (Xd, Yd) of center of gravity A and center of gravity D, the controller can calculate the amount of offset required to achieve the centered state

Then the controller controls the two transmission mechanisms to act, if | Ya | Y |>If Yd, moving the front wheel to the negative direction of the Y axis by a distance Z, and moving the rear wheel to the positive direction of the Y axis by a distance Z; conversely, if | Ya! does not Y<If Yd, the front wheel is moved to the positive direction of the Y axis by a distance Z, and the rear wheel is moved to the negative direction of the Y axis by the distance Z, so as to achieve the centering state. In the process, the detection device 500 also continuously works to detect the barycentric coordinates of the wheels in real time until the vehicle is in the centering state within the allowable deviation range.

It is worth mentioning that the above embodiment has described the working principle and working process of the vehicle centering device according to the embodiment of the present invention when the vehicle centering device includes two transmission mechanisms and four transmission mechanisms. Of course, it can be understood that the conveying mechanism of the embodiment of the present invention may also be one, specifically:

when the vehicle is parked on the main frame 100, the two front wheels of the vehicle are not centered, and the two rear wheels of the vehicle are in a centered state; alternatively, the two front wheels of the vehicle are centered and the two rear wheels are not. In this case, it is only necessary to move the front or rear wheels of the vehicle that are not centered.

For example, a vehicle alignment device according to an embodiment of the present invention includes a conveyor mechanism that supports one of the front wheels of the vehicle. After the vehicle is parked on the main frame 100, the front wheels are not centered. By the principle, the coordinate value of the front wheel which is not centered can be obtained. Comparing the ordinate of the actual coordinate value of the front wheel with the coordinate value during centering, and if the ordinate of the actual coordinate value is greater than the coordinate value during centering, driving the transmission mechanism to move towards the direction close to the central line L; if the ordinate of the actual coordinate value is smaller than the coordinate value during centering, the transmission mechanism should be driven to move in the direction away from the center line.

Of course, the conveying mechanism of the embodiment of the present invention may also be three or other numbers, and the working process and principle thereof are substantially the same as those described above, and are not described herein again.

It should also be noted that the embodiment of the present invention does not limit the number of the detecting units 510 on each conveying mechanism, and the four detecting units 510 on each conveying mechanism disclosed in the above embodiments are only for illustration. It will be appreciated that the number of detection units 510 on each transport mechanism may be one, two, three, five or other number.

In view of the above, the controller may also determine the front and rear wheel base of the vehicle based on the position of the center of gravity of each wheel. As shown in fig. 16, the distance between the midpoint E of the line connecting the centers of gravity a and B of the front wheels and the midpoint F of the line connecting the centers of gravity C and D of the rear wheels is the front-rear wheel base. The specific calculation method of the wheel base of the front wheel and the wheel base of the rear wheel is as follows:

the coordinates of the center E point of the front wheel axle are as follows:

the coordinates of the center F point of the rear wheel axle are as follows:

the distance between the point E and the point F is as follows:

after the wheelbases of the front wheel and the rear wheel are determined, the controller can feed back the wheelbases of the front wheel and the rear wheel of the vehicle to a vehicle conveying mechanism and the like (not shown), so that the vehicle conveying mechanism and the like can adjust the wheelbases to be matched with the wheelbases of the front wheel and the rear wheel of the vehicle, and the vehicle can be conveyed safely and stably.

In addition, the controller can also issue a corresponding action command based on the total weight of the vehicle obtained by the detection device 500 (i.e., the sum of the weights measured by all the detection units 510). For example: the controller can judge whether the weight of the vehicle exceeds the bearing limit of the equipment according to the weight of the vehicle, so as to judge whether the vehicle can be stored in a garage, and if the vehicle cannot be stored in the garage, the controller prompts a vehicle owner to take the vehicle away. The detected vehicle weight data can also be applied to other scenes, and the description is omitted here.

The utility model discloses an on the other hand still provides a carry a car platform, including the vehicle centering device of any above-mentioned embodiment. Because the vehicle centering device comprises any one of the above embodiments, the vehicle carrying platform of the embodiment has all the advantages and beneficial effects of the above embodiments, and the description is omitted here.

In another aspect of the present invention, a vehicle centering method is provided, wherein the vehicle is parked on a main frame 100, and a conveying mechanism of the main frame 100 supports wheels of the vehicle, the conveying mechanism can move relative to the vehicle loading platform, the vehicle centering method comprises the following steps: acquiring a barycentric coordinate value of a wheel of the vehicle; judging whether the vehicle is in a centering state based on the gravity center coordinate values of the wheels, wherein the centering state is that the center line of the vehicle is overlapped with the center line of the main frame 100 in the vertical direction or the distance of the two center lines staggered in the horizontal direction is smaller than or equal to a preset value; if not, controlling the transmission mechanism to act so as to adjust the posture of the vehicle, so that the vehicle is in a centering state.

In one embodiment, the conveying mechanism is provided with a detection device 500, and the detection device 500 can obtain a pressure value signal applied to the conveying mechanism by the wheel; the acquiring of the barycentric coordinate value of each wheel of the vehicle includes: obtaining a pressure value of the detection device 500; obtaining the pressure value applied to the conveying mechanism by the wheel according to the pressure value of the detection device 500; and obtaining the coordinate value of the center of gravity of the wheel of the vehicle by using the torque balance principle according to the coordinate value of the detection device 500, the pressure value of the detection device 500 and the pressure value exerted on the transmission mechanism by the wheel.

In one embodiment, the determining whether the vehicle is in the centered state based on the barycentric coordinate values of the wheels includes: judging whether the barycentric coordinate values of two front wheels of the vehicle are symmetrical relative to the center line of the vehicle; judging whether the barycentric coordinate values of the two rear wheels of the vehicle are symmetrical relative to the center line of the vehicle; if yes, the vehicle is in a centering state.

In another aspect of the present invention, there is provided a computer readable storage medium having stored thereon a program product capable of implementing the method described above. In some possible embodiments, the various aspects of the present invention may also be implemented in the form of a program product comprising program code means for causing a terminal device to carry out the steps according to various exemplary embodiments of the present invention described in the above section "exemplary methods" of the present description, when said program product is run on the terminal device.

Referring to fig. 18, a program product 1000 for implementing the above method according to an embodiment of the present invention is described, which may employ a portable compact disc read only memory (CD-ROM) and include program code, and may be run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto, and in this document, a readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

The program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

A computer readable signal medium may include a propagated data signal with readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A readable signal medium may also be any readable medium that is not a readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

Program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device, or entirely on the remote computing device or server. In the case of a remote computing device, the remote computing device may be connected to the user computing device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computing device (e.g., through the internet using an internet service provider).

In another aspect of the present invention, an electronic device capable of implementing the above method is also provided.

As will be appreciated by one skilled in the art, aspects of the present invention may be embodied as a system, method or program product. Accordingly, various aspects of the present invention may be embodied in the following forms, namely: an entirely hardware embodiment, an entirely software embodiment (including firmware, microcode, etc.) or an embodiment combining hardware and software aspects that may all generally be referred to herein as a "circuit," module "or" system.

An electronic device 1100 according to this embodiment of the invention is described below with reference to fig. 19. The electronic device 1100 shown in fig. 19 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present invention.

As shown in fig. 19, the electronic device 1100 is embodied in the form of a general purpose computing device. The components of the electronic device 1100 may include, but are not limited to: the at least one processing unit 1110, the at least one memory unit 1120, a bus 1130 connecting different system components (including the memory unit 1120 and the processing unit 1110), and a display unit 1140.

Wherein the storage unit stores program code that can be executed by the processing unit 1110 such that the processing unit 1110 performs the steps according to various exemplary embodiments of the present invention described in the above section of this specification.

The storage unit 1120 may include a readable medium in the form of a volatile memory unit, such as a random access memory unit (RAM)11201 and/or a cache memory unit 11202, and may further include a read only memory unit (ROM) 11203.

Storage unit 1120 may also include a program/utility 11204 having a set (at least one) of program modules 11205, such program modules 11205 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which, or some combination thereof, may comprise an implementation of a network environment.

Bus 1130 may be representative of one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

The electronic device 1100 may also communicate with one or more external devices 1200 (e.g., keyboard, pointing device, bluetooth device, etc.), with one or more devices that enable a user to interact with the electronic device 1100, and/or with any devices (e.g., router, modem, etc.) that enable the electronic device 1100 to communicate with one or more other computing devices. Such communication may occur via an input/output (I/O) interface 1150. Also, the electronic device 1100 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network such as the internet) via the network adapter 1160. As shown, the network adapter 1160 communicates with the other modules of the electronic device 1100 over the bus 1130. It should be appreciated that although not shown, other hardware and/or software modules may be used in conjunction with the electronic device 1100, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, among others.

Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein may be implemented by software, or by software in combination with necessary hardware. Therefore, the technical solution according to the embodiments of the present invention can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a usb disk, a mobile hard disk, etc.) or on a network, and includes a plurality of instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the embodiments of the present invention.

To sum up, the utility model discloses vehicle centering device and method, year car platform, readable storage medium and electronic equipment's advantage and beneficial effect lie in:

the utility model discloses vehicle centering device through the weight that obtains the wheel of stopping into the vehicle and detection device 500's position to obtain the position of wheel, and then judge whether the vehicle is in the centering state. If the vehicle is not in the centering state, the posture of the vehicle is adjusted by controlling the movement of the transmission mechanism, and finally the automatic centering effect of the vehicle is realized. Compare in the centering device of pure mechanical type among the correlation technique, the utility model discloses vehicle centering device's centering efficiency and centering precision all show the improvement, have solved the user and have required high difficult problem to user's driving level and the gesture of vehicle when parkking, improve intelligent level and user experience.

In the embodiments of the present invention, the terms "first", "second", "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the term "plurality" means two or more unless expressly limited otherwise. The terms "mounted," "connected," "fixed," and the like are to be construed broadly, and for example, "connected" may be a fixed connection, a removable connection, or an integral connection; "coupled" may be direct or indirect through an intermediary. The specific meaning of the above terms in the embodiments of the present invention can be understood by those skilled in the art according to specific situations.

In the description of the embodiments of the present invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the device or unit indicated must have a specific direction, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the embodiments of the present invention.

In the description of the present specification, the description of the terms "one embodiment," "some embodiments," "specific embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made to the present invention by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the embodiments of the present invention should be included in the scope of the embodiments of the present invention.

Claims (14)

1. A vehicle centering device, comprising:

a main frame;

the conveying mechanism is arranged on the main frame and can bear wheels of the vehicle;

the driving mechanism is arranged on the main frame and can drive the conveying mechanism to move relative to the main frame so as to move the vehicle;

the detection device is arranged on the conveying mechanism and used for acquiring the pressure value applied to the conveying mechanism by the wheel; and

a controller electrically connected to the detection device and the driving mechanism;

the controller can obtain the positions of the wheels according to the pressure values and the positions of the detection devices, and controls the driving mechanism to act according to the positions of the wheels so as to center the vehicle and the main frame.

2. The vehicle centering device of claim 1, wherein the transport mechanism is a conveyor line.

3. The vehicle centering device of claim 2, wherein the conveying surface of the conveying line is flush with the upper surface of the main frame.

4. The vehicle centering device of claim 2, wherein the conveyor line includes a plurality of conveyor rollers arranged side by side.

5. The vehicle centering device of claim 4, wherein the conveyor line further comprises a conveyor belt disposed around an exterior of the plurality of conveyor rollers.

6. The vehicle centering device of claim 4, wherein one end of each of said conveying rollers is provided with a sprocket, and each of said sprockets is provided with two sets of teeth;

the conveying rollers are divided into a first part and a second part, one of the chain wheels in the first part is adjacent to one of the chain wheels in the second part, and two adjacent chain wheels are meshed with the chain wheel on the driving mechanism through a first chain;

every two adjacent sprockets in the first part are meshed through a second chain, and the second chains are staggered alternately;

every two adjacent sprockets in the second portion are meshed through a third chain, and the third chains are staggered alternately.

7. The vehicle centering device of claim 1, wherein said main frame has a centerline in the horizontal direction;

the moving direction of the conveying mechanism is perpendicular to the central line.

8. The vehicle centering device as claimed in claim 7, wherein said vehicle centering device comprises two of said conveying mechanisms and two of said detecting devices disposed corresponding to the two of said conveying mechanisms, respectively, wherein one of said conveying mechanisms is disposed corresponding to one of front wheels of said vehicle, and the other of said conveying mechanisms is disposed corresponding to one of rear wheels of said vehicle.

9. The vehicle centering device of claim 8, wherein two of said transfer mechanisms are located on either side of said centerline.

10. The vehicle centering device according to claim 7, characterized in that the vehicle centering device includes four of the conveying mechanisms, which are a first conveying mechanism, a second conveying mechanism, a third conveying mechanism, and a fourth conveying mechanism, and four of the detecting devices provided in correspondence with the four conveying mechanisms, respectively;

the first transmission mechanism and the second transmission mechanism are respectively arranged corresponding to two front wheels of the vehicle;

the third transmission mechanism and the fourth transmission mechanism are respectively arranged corresponding to two rear wheels of the vehicle;

the length of the conveying mechanism corresponding to the rear wheel of the vehicle is larger than that of the conveying mechanism corresponding to the front wheel of the vehicle along the length direction of the vehicle.

11. The vehicle centering device as claimed in claim 10, wherein the first transfer mechanism and the second transfer mechanism are connected by a first synchronizing mechanism so that the first transfer mechanism and the second transfer mechanism can be synchronously operated;

the third conveying mechanism and the fourth conveying mechanism are connected through a second synchronous mechanism, so that the third conveying mechanism and the fourth conveying mechanism can act synchronously.

12. The vehicle centering device of claim 1, wherein each of said transfer mechanisms is rectangular in a horizontal direction;

each detection device comprises four detection units, and one detection unit is respectively arranged at four corners of the bottom of each conveying mechanism.

13. The vehicle centering device of claim 1, further comprising a stop mechanism disposed adjacent to the transport mechanism for stopping a front wheel of the vehicle.

14. Vehicle platform, characterized in that it comprises a vehicle centering device according to any of claims 1 to 13.

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