WO2013037410A1 - Installation de stationnement automatique - Google Patents

Installation de stationnement automatique Download PDF

Info

Publication number
WO2013037410A1
WO2013037410A1 PCT/EP2011/065958 EP2011065958W WO2013037410A1 WO 2013037410 A1 WO2013037410 A1 WO 2013037410A1 EP 2011065958 W EP2011065958 W EP 2011065958W WO 2013037410 A1 WO2013037410 A1 WO 2013037410A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
sensors
alignment
unit
plane
Prior art date
Application number
PCT/EP2011/065958
Other languages
German (de)
English (en)
Inventor
Andreas Zangerle
Original Assignee
WAP Wöhr Automatikparksysteme GmbH & Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by WAP Wöhr Automatikparksysteme GmbH & Co KG filed Critical WAP Wöhr Automatikparksysteme GmbH & Co KG
Priority to PCT/EP2011/065958 priority Critical patent/WO2013037410A1/fr
Publication of WO2013037410A1 publication Critical patent/WO2013037410A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E04—BUILDING
    • E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
    • E04H6/00—Buildings for parking cars, rolling-stock, aircraft, vessels or like vehicles, e.g. garages
    • E04H6/08—Garages for many vehicles
    • E04H6/12—Garages for many vehicles with mechanical means for shifting or lifting vehicles
    • E04H6/18—Garages for many vehicles with mechanical means for shifting or lifting vehicles with means for transport in vertical direction only or independently in vertical and horizontal directions
    • E04H6/182—Garages for many vehicles with mechanical means for shifting or lifting vehicles with means for transport in vertical direction only or independently in vertical and horizontal directions using car-gripping transfer means
    • E04H6/183—Garages for many vehicles with mechanical means for shifting or lifting vehicles with means for transport in vertical direction only or independently in vertical and horizontal directions using car-gripping transfer means without transverse movement of the car after leaving the transfer means
    • E—FIXED CONSTRUCTIONS
    • E04—BUILDING
    • E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
    • E04H6/00—Buildings for parking cars, rolling-stock, aircraft, vessels or like vehicles, e.g. garages
    • E04H6/08—Garages for many vehicles
    • E04H6/12—Garages for many vehicles with mechanical means for shifting or lifting vehicles
    • E04H6/30—Garages for many vehicles with mechanical means for shifting or lifting vehicles with means for transport in horizontal direction only
    • E04H6/305—Garages for many vehicles with mechanical means for shifting or lifting vehicles with means for transport in horizontal direction only using car-gripping transfer means
    • E—FIXED CONSTRUCTIONS
    • E04—BUILDING
    • E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
    • E04H6/00—Buildings for parking cars, rolling-stock, aircraft, vessels or like vehicles, e.g. garages
    • E04H6/42—Devices or arrangements peculiar to garages, not covered elsewhere, e.g. securing devices, safety devices, monitoring and operating schemes; centering devices
    • E04H6/422—Automatically operated car-parks
    • E04H6/424—Positioning devices

Definitions

  • the invention relates to an automatic parking system comprising a plurality of juxtaposed and / or stacked parking spaces for motor vehicles, a transfer area for transferring a motor vehicle from a user to the park, a transport device for transporting the motor vehicle from the transfer area to a parking space, with the Motor vehicle in the vehicle longitudinal direction is receivable, and a control device for controlling the park.
  • Such a park is used to park a variety of vehicles in the smallest possible space.
  • the user can transfer the motor vehicle to the parking area at the transfer area, whereupon the latter is picked up by the transport device, transported to a parking space and stored therein.
  • the transport device can pick up the motor vehicle from the parking space and transport to the transfer area so that it can be picked up by a user.
  • the motor vehicle is received along its longitudinal direction, for which purpose the transport device has a longitudinally receiving transport unit, for example a transport unit of the kind described in EP 1 817 214 A1.
  • a transport unit of the kind described in EP 1 817 214 A1.
  • the parking system can manage without pallets for transporting and parking the motor vehicles. Instead, the motor vehicles are taken in the longitudinal direction of the transport unit, transported to shelf-like parking areas of the park, which form the individual pitches, and parked on it.
  • Object of the present invention is to provide a generic park, which has a more reliable operation.
  • the parking system comprises an alignment device for aligning the motor vehicle relative to the transport device, the alignment device defining a vertical alignment plane and a motor vehicle whose vehicle center plane coincides with the alignment plane being receivable by the transport device and wherein the alignment device comprises at least one receiving unit on which the motor vehicle can be positioned, a sensor unit coupled to the control device and a drive unit coupled to the control device for moving the motor vehicle relative to the alignment plane, wherein the control device can detect this with the aid of signals from the sensor unit is whether the vehicle center plane has a deviation exceeding a minimum deviation from the alignment plane, and wherein the drive unit is controlled by the control device a is ktivierbar depending on the deviation for moving the motor vehicle relative to the alignment plane until the vehicle center plane has a deviation from the alignment plane, which is less than a maximum deviation.
  • the parking system comprises an alignment device, which defines a vertical alignment plane, which is oriented in the longitudinal direction of the alignment device. At least when the vehicle center plane of a motor vehicle to be stored coincides with the alignment plane, it can be received by the longitudinally receiving transport device. Furthermore, the alignment device comprises at least one receiving unit for the motor vehicle, a sensor unit and a drive unit. By means of signals from the sensor unit, the deviation of the vehicle center plane from the alignment plane can be determined by the control device, specifically, whether the vehicle center plane of the motor vehicle to be stored has at least one minimum deviation from the alignment plane. If this is the case, the drive unit be activated such that the motor vehicle positioned on the at least one receiving unit is moved relative to the alignment plane until the deviation is less than a maximum deviation.
  • “Deviation” may in the present case be an offset of the vehicle center plane from the alignment plane, but “deviation” in the present case is also understood to mean an inclination of the vehicle center plane from the alignment plane.
  • the minimum deviation and the maximum deviation can be identical and, for example, predetermined and optionally also changed by an operator depending on the type of transport device.
  • the maximum deviation is the deviation that the vehicle center plane can still have from the alignment plane, so that the motor vehicle can still be accommodated with the transport device.
  • entry errors by users who hand over their motor vehicle to the parking facility can be compensated so that motor vehicles can still be picked up and stored with a transport device.
  • a user drives his motor vehicle into the transfer area in such a way that it is displaced parallel to the alignment plane so that a reliable pickup with the transport device is no longer guaranteed.
  • the same problem can also arise when a user drives his motor vehicle so obliquely into the transfer area that the vehicle center plane has an angle with the alignment plane.
  • a deviation of the vehicle center plane from the alignment plane can be corrected by the parking system according to the invention by detecting the deviation and then moving the motor vehicle as needed relative to the alignment until the deviation falls below the maximum deviation. This ensures that the motor vehicle can still be picked up by means of the transport device and thereby ensures reliable operation of the parking system.
  • error messages can be omitted on a motor vehicle erroneously entering his own vehicle.
  • the initially faulty output Direction of the motor vehicle relative to the alignment plane can be corrected by means of the park, without the need for any action by the user.
  • the park proves to be user-friendly for a user.
  • Lengthwise direction is present, unless otherwise mentioned, as to refer to the alignment device. If the vehicle center plane coincides with the alignment plane, the longitudinal direction is equal to the vehicle longitudinal direction.
  • the at least one receiving unit is movable relative to the alignment plane by means of the drive unit. This makes it possible in a structurally simple way to move the motor vehicle positioned on the at least one receiving unit.
  • the at least one receiving unit is designed, for example, plate-shaped, grid-shaped or rust-shaped and can be moved by means of one or more drives of the drive unit.
  • the at least one receiving unit is displaceable transversely to the alignment plane by means of the drive unit.
  • a lateral offset of the vehicle center plane relative to the alignment plane can be corrected thereby.
  • the at least one receiving unit is pivotable or rotatable relative to the alignment plane by means of the drive unit, in particular about a vertical and lying in the alignment plane pivot or rotation axis.
  • the pivoting of the at least one receiving unit makes it possible to correct an inclination of the vehicle center plane relative to the alignment plane.
  • the at least one receiving unit has a sliding track, which is driven by the drive unit for moving the motor vehicle positioned thereon transversely to the alignment plane.
  • the at least one receiving unit a relatively for the alignment means otherwise stationary carrier on which the sliding track is held.
  • the sliding track is, for example, a circulating or a non-circulating track.
  • the displacement track is a plate belt.
  • the displacement track is a belt or a roller conveyor.
  • the alignment device has exactly one receiving unit for the motor vehicle, because this allows a structurally simple embodiment of the alignment device.
  • the receiving unit is preferably displaceable transversely to the alignment plane and pivotable or rotatable relative to the alignment plane.
  • the drive unit may comprise two drives for the receiving unit.
  • the alignment device has two receiving units arranged longitudinally one behind the other for the front wheels or the rear wheels of the motor vehicle positioned thereon.
  • the two receiving units for the front wheels and for the rear wheels can preferably be moved independently of one another, in particular displaced transversely to the alignment plane and / or pivoted or rotated relative to the alignment plane.
  • the two receiving units can also each have a sliding track, for example a plate belt, which can be driven by the drive unit.
  • a movement of the receiving units or the moving tracks is synchronous with each other or one after another possible.
  • the drive unit has separate drives for the two receiving units, so that they can be moved independently of each other to increase the versatility of the park.
  • the drive unit may have, for example, one or more mechanically and / or electrically and / or pneumatically and / or hydraulically actuatable drives.
  • the drive unit comprises one or more belt drives and / or chain drives and / or friction roller drives and / or gear drives and / or rack drives and / or eccentric drives with push rod and / or drives with piston-cylinder unit, with which or the motor vehicle is moved ,
  • the sensor unit has weight-sensitive sensors, of which each receiving unit is assigned at least one pair of sensors, which are arranged on different sides of the alignment plane and each acted upon by the receiving unit with a weight force, the sensor signals of the sensors of a pair of the Control means compared to each other and activated in the presence of a minimum deviation associated signal difference, the drive unit and the motor vehicle is moved until the signal difference falls below a maximum deviation associated value.
  • this proves to be structurally simple and reliable to determine a deviation of the vehicle center plane from the alignment plane.
  • the arranged on different sides of the alignment plane sensors of a pair of each paired weight-sensitive sensors are acted upon by a weight of the at least one receiving unit and the motor vehicle positioned thereon.
  • the control device checks the sensor signals for the presence of a signal difference, the drive unit being dependent on a signal difference. selectively activatable.
  • the signal difference is assigned to the minimum deviation. This gives the possibility that the vehicle middle level itself does not need to be determined. Assuming an equal load of the motor vehicle on the left and on the right side, an offset and / or an inclination of the motor vehicle relative to the alignment plane can be derived. The motor vehicle is moved until the signal difference falls below a value associated with the maximum deviation, so that it can still be received by the transport device in the longitudinal direction.
  • each receiving unit is assigned two pairs of weight-sensitive sensors which are spaced apart in the longitudinal direction of the alignment device, and if the sensor signals of the respectively arranged on the same side of the alignment plane sensors are aggregated by the control device for determining the signal difference.
  • Each receiving unit comprises two longitudinally successively arranged pairs of sensors. The signals of each of the left and the respectively arranged on the right of the alignment plane sensors are aggregated and in particular added, for example, before they are compared by the control means for determining the deviation with each other. Providing more than just a pair of sensors also makes it possible to determine the deviation of the vehicle center plane from the alignment plane in a more reliable manner. In addition, as explained below, given the possibility to use the pairs of sensors for longitudinal alignment of the motor vehicle relative to the alignment.
  • the sensor signals of each pair of sensors are aggregated by the control device and, in the presence of a signal difference between the aggregated signals of the longitudinally spaced pairs of sensors, which falls below a threshold value difference, an indication unit of Aligning means for outputting an indication to the user is driven to the effect that the motor vehicle in the longitudinal direction is aligned correctly.
  • the sensor unit can be used to align the motor vehicle in the longitudinal direction of the alignment device. The longitudinal alignment is particularly preferably carried out before the transverse orientation of the motor vehicle.
  • the sensor signals of the longitudinally-located sensors may be aggregated, and the sensor signals of the longitudinal-rear sensors may be aggregated, and the controller may compare the aggregated signals with each other. If there is a signal difference which is less than a threshold value difference, the notification unit can output an indication to the user that the motor vehicle is correctly aligned.
  • the indication may be that the hint unit is activated or deactivated or changes from one active status to another active status.
  • the sensor signals of each pair of sensors are aggregated by the control device, the sensor signals of the front and rear longitudinally arranged pairs of sensors are compared with each other and the sensor signals arranged longitudinally in the longitudinal direction Pairs of sensors are compared with each other, and when in the presence of a signal difference between the aggregated signals of the front and rear longitudinally arranged pairs of sensors, which falls below a first threshold value difference, and / or in the presence of a signal difference between the aggregated signals of the longitudinal center arranged pairs of sensors, which falls below a second threshold value difference, an indication unit of the aligning means for outputting an indication to a user is driven so that the motor vehicle in longitudinal direction is aligned correctly.
  • “Front” and “rear” refers to an orientation of a motor vehicle arranged in the longitudinal directional alignment in the alignment device, and “centered” means “between” see, front and back. "This embodiment allows, as is shown in practice, especially for small and microcar even more reliable determination of the positioning in the longitudinal direction of the aligning device
  • the aggregated sensor signals of the front longitudinally and longitudinally rearwardly arranged Pairs of sensors are compared with one another, and the aggregated sensor signals of the longitudinally respectively centrally arranged pairs of sensors are compared with each receiving unit being associated with two pairs of sensors
  • the reference unit can be actuated when the first and / or the second threshold difference is undershot.
  • the parking system it is favorable if, in the presence of two recording units spaced apart in the longitudinal direction, the sensor signals of a pair of sensors assigned longitudinally in front of the receiving unit and the sensor signals of a pair of sensors associated with the longitudinal rear receiving unit are aggregated by the control device and, in the presence of a signal difference between the aggregated signals, which falls below a threshold difference, an indication unit of the alignment device for outputting a message to the user is activated in that the motor vehicle is aligned correctly in the longitudinal direction.
  • the weight-sensitive sensors of the parking facility can be used not only for aligning the motor vehicle in the transverse direction of the alignment device, but also in its longitudinal direction.
  • the sensor unit of the parking system comprises sensors whose signals can be used by the control device for alignment of the motor vehicle in the longitudinal direction and in the transverse direction of the alignment.
  • the sensor unit may comprise other types of sensors.
  • the deviation of the vehicle center plane from the alignment plane can be determined on the basis of the sensor signals from touch-sensitive sensors and / or based on the sensor signals of radiation-sensitive, contactlessly effective sensors.
  • the sensor unit comprises touch-sensitive sensors, wherein at least one pair of sensors is provided, which are arranged on different sides of the alignment plane and each contactable by the motor vehicle that the control unit activates the drive unit, the motor vehicle move transversely to the alignment plane until it contacts at least one sensor on one side of the alignment plane, and that the control device determines the associated first range of motion that the control device then activates the drive unit to move the motor vehicle in the opposite direction until it has at least one sensor on the contacted the other side of the alignment plane, and that the control device determines the associated second range of motion, and that the control means based on the first range of motion and the second range of motion of the Deviation of the vehicle center plane determined by the alignment plane.
  • the motor vehicle can contact the sensors, in particular with the wheels, if the sensors are arranged as close as possible above the at least one receiving unit.
  • this is a measure of one Deviation of the vehicle center plane from the alignment plane.
  • Startsolid. Reference value for the range of motion uses the initial position of the motor vehicle, from which the first and the second range of motion are determined. If the first range of motion is less than the second range of motion, the controller may determine that the motor vehicle has an offset or an inclination with respect to the alignment plane.
  • the control device can determine how far the motor vehicle is to be moved relative to the alignment plane until the deviation undershoots the maximum deviation.
  • the range of motion can be determined by the control device, for example via the characteristics of the drive used to move the motor vehicle. Depending on how long the drive unit is activated, the corresponding range of motion can be calculated by the control device.
  • the sensor unit has two pairs of contact-sensitive sensors which are spaced apart from one another in the longitudinal direction.
  • the pairs are each arranged in the region of the front wheels or the rear wheels of the motor vehicle. This is particularly advantageous in obliquely aligned with the alignment plane motor vehicles.
  • the direction of movement of the motor vehicle in the opposite direction can be reversed after contacting a sensor by the wheel having the greatest distance from the alignment plane.
  • the duration of the forces acting on the motor vehicle and the sensors can thereby be kept as low as possible.
  • the sensor unit has radiation-sensitive sensors, wherein at least one pair of sensors is provided, which are arranged on different sides of the alignment plane, and with the sensors, the respective distance of similar motor vehicle components, in particular of body parts, to different sides of the alignment plane the sensor located on the same side of the alignment plane can be detected without contact, wherein the sensor signals from the control device compared and activated in the presence of one of the minimum deviation signal difference the drive unit and the motor vehicle is moved until the signal difference falls below a maximum deviation associated value.
  • the sensor signals from the control device compared and activated in the presence of one of the minimum deviation signal difference the drive unit and the motor vehicle is moved until the signal difference falls below a maximum deviation associated value.
  • each of the sensors of one pair is directed to a body component, such as a fender or door area, on the same side of the alignment plane and the other sensor to the opposing body component.
  • the sensors are radiation-sensitive and can, for example, emit radiation and detect the reflection from the body component.
  • the duration between the emission and the detection of the radiation can be provided as a sensor signal of the control device.
  • the control device can determine how large the respective distance of the body component from the sensor. Since the positions of the sensors on the alignment device are known, a deviation of the vehicle center plane from the alignment plane can thus also be determined.
  • the control device can thereupon control the drive unit until the distances of the body components from the sensors on both sides of the alignment plane are equal.
  • the sensors may also be directed to vehicle components other than body components, such as the wheels. Thus, one sensor of a pair may be directed to a left front or rear wheel and the other sensor to a right front or rear wheel.
  • the radiation-sensitive sensors may be, for example, ultrasonic sensors that can emit and receive ultrasonic radiation. It can also be provided that they are optical sensors that can emit and receive optical radiation, for example infrared radiation or visible light.
  • the sensor unit has at least two pairs of radiation-sensitive sensors spaced apart in the longitudinal direction. This gives for example the possibility that a pair of sensors on vehicle components front left and right on the motor vehicle and a pair of sensors on vehicle components in the rear left and right of the motor vehicle is directed.
  • the alignment device is preferably integrated in the transfer area.
  • the following description of preferred embodiments of the invention is used in conjunction with the drawings for a more detailed explanation of the invention.
  • 1 shows a plan view of a preferred embodiment of a parking system according to the invention in a schematic representation, where in the parking facility in a transfer area for a motor vehicle has a first variant of an alignment device for the motor vehicle; a plan view of the alignment of the park in Figure 1 and a motor vehicle positioned on this in a schematic representation;
  • FIG. 2B a rear view of the alignment device in FIG. 2A, likewise in a schematic representation; an enlarged view of detail A in Figure 2B in a schematic representation;
  • FIGS. 4A are identical to FIGS. 4A.
  • FIG. 4B shows a variant of the alignment device in FIGS. 2A and 2B in a plan view (FIG. 4A) or in a rear view (FIG. 4B);
  • FIG. 7B shows a further variant of the alignment device in FIGS. 2A and 2B in a plan view (FIG. 7A) or in a rear view (FIG. 7B).
  • FIG. 1 shows a preferred embodiment of a parking system according to the invention and designated by the reference numeral 10 in a schematic plan view.
  • the parking facility 10 has a transfer area 12, a transport lane 14 and parking areas 15 and 16 for parking motor vehicles 18.
  • the reference number 18 is presently used uniformly for motor vehicles of various types.
  • a user can enter a motor vehicle 18 to be passed over to the parking facility 10 in the transfer area 12 in a direction of entry symbolized by an arrow 20 and transfer it to the parking facility 10.
  • the motor vehicle 18 can be picked up from the transfer area 12, transported along the transport lane 14 and stored in a parking space 24 formed by the parking areas 15 and 16.
  • the transport device 22 For transporting the motor vehicle 18, the transport device 22 has a displacement unit 26 which is displaceable along the transport lane 14 on carriers 27 and 28, and a longitudinally receiving transport unit 30 positioned on the displacement unit 26.
  • the transport unit 30 may be a transport unit act in the EP 1 817 214 AI described type.
  • a motor vehicle 18 to be stored can be accommodated in its longitudinal direction, for which purpose the transport unit 30 can be partially pushed into the transfer area 12 in a direction indicated by a double arrow 32 and pushed out of it again when the motor vehicle 18 is positioned thereon.
  • the park above the parking areas 15 and 16 addition further parking areas above and below the parking areas 15 and 16 shelf-like manner.
  • the transfer area 12 and the transport lane 14 only indicated by way of example.
  • the transport device 22 can be raised or lowered by means of a lift perpendicular to the present drawing plane in order to reach the further parking areas.
  • the parking facility 10 comprises one or more rotating devices by means of which the transport device 22 is rotatable. This is the case, for example, if the transfer area, unlike in the present case, is not to travel perpendicular to the direction of the transport lane 14, but for example parallel to it. Even if the vehicles 18 are driven forward into the transfer area 12 and are to be driven forward out of this, a rotating device may be provided.
  • the transport unit 30 For receiving the motor vehicle 18, the transport unit 30 comprises two sliding tracks in the form of conveyor belts 34. Laterally next to the conveyor belts 34, facing away from the other of the conveyor belts 34, the transport unit 30 has lateral, formed by frame members 36, limits. In order for a motor vehicle 18 to be stored to be reliably received by the transport unit 30, it is necessary for the wheels of the motor vehicle 18 to be arranged in the transfer area 12 within the lateral boundaries formed by the frame parts 36. Then they can still be contacted by the conveyor belts 34 and thus the motor vehicle 18 can be received by the transport unit 30.
  • the motor vehicle 18 may have a lateral offset with respect to the entry direction 20 or be aligned at an angle thereto, the latter may occur more frequently in particular for small and micro cars than for large and long vehicles 18.
  • the parking facility 10 has an alignment device 38 in the transfer area 12.
  • the alignment device 38 has two lateral boundaries 40 and 41 oriented parallel to the entry direction 20.
  • the boundaries are slightly increased with respect to an entrance level 42 (FIG. 2B) and formed, for example, by approximately metallic bends in the transfer region 12.
  • the boundaries 40 and 41 serve a first direction specification for the user when retracting the motor vehicle 18. Further, the boundaries 40 and 41 form guides for the frame parts 36 of the transport unit 30 when pushed along the direction of displacement 32 into and out of the transfer area 12 becomes.
  • the alignment device 38 defines a vertical alignment plane 44, which in the present case is a plane of symmetry and a central longitudinal plane of the substantially symmetrical alignment device 38.
  • the alignment device 38 is thus positioned in the transfer area 12 and the alignment plane 44 is aligned so that it coincides with a central longitudinal plane 46 of the transport unit 30 when the transport unit 30 is moved into the transfer area 12.
  • a motor vehicle 18 whose vehicle center plane 48 coincides with the alignment plane 44 can still be reliably picked up by means of the transport unit 30, but recording is still possible even with a not so great deviation of the vehicle center plane 48 from the alignment plane 44. This will be discussed below.
  • the alignment plane 44 defines a longitudinal direction of the alignment device 38, wherein "front” and “rear” in the longitudinal direction with respect to a forward retracted into the transfer area 12 motor vehicle 18 is to be considered.
  • the alignment device 38 comprises two longitudinally successively arranged and spaced apart receiving units 50 and 51 for the motor vehicle 18.
  • the receiving units 50 and 51 are identical, rectangular plates 52 and 53, on which the motor vehicle 18 with the Front wheels and the rear wheels can be positioned.
  • the plate 52 is assigned to the front wheels and the plate 53 to the rear wheels of the motor vehicle 18.
  • the plates 52 and 53 are slidably mounted transversely to the alignment plane 44, on bearing bodies in the form of rollers 54.
  • the alignment device 38 has a drive unit 56.
  • the drive unit 56 comprises a drive 53 associated with the plate 53 and a corresponding drive 52, not shown in the drawing.
  • the drives of the drive unit 56 are formed in the present case as a chain drive or belt drive, but are also conceivable other types of drives, such as a gear drive, a friction roller drive, a crank drive, an eccentric drive with push rod and / or a drive with piston-cylinder unit.
  • the drives can operate mechanically, electrically, pneumatically and / or hydraulically.
  • the alignment device 38 comprises a sensor unit 58 with a plurality of sensors 60 to 67, wherein the sensors 60 and 61, 62 and 63, 64 and 65 and 66 and 67 are each combined to form a pair of sensors.
  • Each pair of sensors is disposed at the same position in the longitudinal direction of the alignment device 38, and the two sensors of each pair of sensors are disposed on different sides of the alignment plane 44. This is shown schematically in the drawing.
  • Each of the plates 52 and 53 is associated with two pairs of sensors 60 to 67, namely the pair of sensors 60 and 61 in the region of the front corners of the plate 52 and the pair of sensors 62 and 63 in the region of the rear corners of the plate 52
  • Plate 53 is associated with the pair of sensors 64 and 65 in the region of the front corners and the sensors 66 and 67 in the region of the rear corners.
  • the sensors 60 to 67 are weight-sensitive sensors, in particular load cells, each of which is a part of the load of the plates 52, 53 as well as the motor vehicle 18 positioned thereon and thereby can be acted upon by a weight force.
  • the attachment of the plate 53 is exemplified and shown schematically in Figure 3, wherein a different type of drive 57 is shown.
  • the plate 53 is associated with a relative to the boundaries 40 and 41 stationary carrier 68 which carries the plate 53, the drive 57 and the rollers 54 and relative to which the plate 53 is slidable.
  • the carrier is held by means of holders 69 and 70 on the boundary 40 and on the sensor 66 fixed thereto.
  • a force exerted by the motor vehicle 18 can be detected by means of the sensor 66 and a control signal generated.
  • the attachment of the plates 52 and 53 to the other sensors 60 to 64 or 65, 66 and 67 takes place in a corresponding manner.
  • the parking facility 10 has a control device 72 which controls all operations of the parking facility 10.
  • the controller 72 is i.a. electrically connected to the transport device 22, as well as with an operating unit 74 at the output of the transfer area 12, via which the user triggers the storage of the motor vehicle as well as the picking up of the motor vehicle.
  • the controller 72 is electrically connected to each of the sensors 60 to 67. Of these, only one signal line 76 is exemplarily shown on the control device 72 in the drawing. Via the signal line 76, the control device 72 sensor signals of the sensors 60 to 67 are transmitted.
  • control device 72 via control lines 78, of which only one control line 78 is shown in the drawing, connected to each of the drives of the drive unit 56, shown using the example of the drive 57.
  • the drive 57 can via the control line 78 from the controller 72nd be activated and deactivated.
  • the alignment device 38 also comprises length and width control elements of a type known per se for checking the total length and the overall width of the motor vehicle 18.
  • Two length control elements 80 and 81 are provided at the front or rear of the alignment device 38 and two width control elements 82 and 83 in FIG Area of the boundaries 40 and 41.
  • the control elements 80 to 83 are formed, for example, as light barriers or laser scanners, which are electrically connected to the control device 72.
  • the alignment device 38 has an indicator unit 84 for outputting instructions to a user, which is electrically connected to the control device 72 via a control line 85, in the present case, for example, an optical display unit, but it can also be an acoustic reference unit.
  • the vehicle center plane 48 of the motor vehicle 18 may have a deviation from the alignment plane 44 of the alignment device 38.
  • "Deviation” herein means both a possible parallel offset of the planes 44 and 48 and a skew of the planes 44 and 48.
  • a skew of the planes 44 and 48 is shown in the examples of Figs. 2A, 2B, 5A, 5B, 7A and 7B ,
  • a parallel offset of the planes 44 and 48 is shown in Figures 4A, 4B, 6A and 6B.
  • the motor vehicle 18 can be aligned relative to the alignment plane 44 so that it can still be safely picked up by means of the transport unit 30.
  • a longitudinal alignment tion of the motor vehicle 18 in the transfer area 12 and relative to the alignment 38 done.
  • the procedure is as follows:
  • the user drives the motor vehicle 18 into the transfer area 12, for example obliquely to the alignment plane 44.
  • the length and width control elements 80 to 83 can be controlled that the motor vehicle has no excess length and no excess width and is basically einlagungsstory. Otherwise, the controller 72 may be provided with a signal in this regard.
  • the respective pairs of sensors 60 to 67 are interconnected in such a way that the sensor signals of sensors arranged on opposite sides of the alignment plane 44 are aggregated in the control device 72 and, in particular, added together. There are therefore the sensors 60 and 61, 62 and 63, 64 and 65 and 66 and 67 interconnected.
  • the aggregated signals of the sensors 60 and 61, on the one hand, and 66 and 67, on the other hand, are compared with each other for the presence of a signal difference.
  • the aggregated signals of sensors 62 and 63 on the one hand and 64 and 65 on the other hand are compared for the presence of a signal difference.
  • the user is stopped so long for retraction and longitudinal movement of the motor vehicle 18 in the transfer area 12 until the sensor pairs 60, 61 on the one hand and 66, 67 on the other hand provide an approximately same sensor signal, and also to the sensor pairs 62, 63 on the one hand and 64, 65 on the other hand deliver approximately the same sensor signal.
  • the threshold differences below which the control device 72 understands the sensor signals as “approximately equal”, can be predetermined, for example, by service or maintenance personnel. If the signal differences exceed the predefinable threshold differences, the control device 72 controls, for example, the notification unit 84 to output an indication that the user is moving the motor vehicle forward or backward.
  • the sensors 60 and 62, the sensors 61 and 63, the sensors 64 and 66 and the sensors 65 and 67 are each connected together, their sensor signals are aggregated and in particular added. Then, the controller 72 compares the aggregated sensor signal of the sensor pair 60, 62 with the aggregated sensor signal of the sensor pair 61, 63. In addition, the controller 72 compares the aggregated sensor signal of the sensor pair 64, 66 with the aggregated sensor signal of the sensor pair 65, 67.
  • the control device 72 can then determine whether the deviation exceeds a minimum deviation. In this case, there is a risk that the motor vehicle 18 can no longer be reliably received by the transport unit 30.
  • the minimum deviation can be specified, for example, by a service and maintenance staff. If this is the case, the control device 72 triggers a transverse orientation of the motor vehicle 18.
  • the control device 72 activates the drive unit 56 such that the plates 52 and 53 are displaced so long. ben until the deviation of the vehicle center plane 48 from the alignment plane 44 falls below a predefinable maximum deviation.
  • the maximum deviation is preferably equal to the minimum deviation and it is assumed that the motor vehicle 18 can still be received by the transport unit 30 at the maximum deviation.
  • the control device 72 controls the aggregated sensor signals of the sensor pairs 60 and 62, 61 and 63, 64 and 66 and 65 and 67 at preferably regular intervals.
  • the drive of the plate 52 is deactivated by the controller 72.
  • the drive 57 is deactivated when the sensor signals of the sensor pairs 64, 66 and 65, 67 are approximately equal.
  • the controller 72 determines whether the vehicle midplane 48 deviates from the alignment plane 44 by a minimum, and if so, the controller 72 activates the drive unit 56 to move the motor vehicle 18 relative to the alignment plane 44 such that the motor vehicle 18 is moved until the vehicle Deviation of the vehicle center plane 48 from the alignment plane 44 falls below a maximum deviation.
  • the alignment device 38 and the other aligning devices explained here it can be provided that instead of the eight sensors 60 to 67 only four sensors 86 to 89 are used, which are shown schematically in FIG. 2A.
  • the sensors 86 and 87 in the longitudinal direction are preferably arranged centrally with respect to the plate 52 and the Sensors 88 and 89 are arranged centrally with respect to the plate 53.
  • the sensors 86 and 87 are interconnected, the sensor signal is compared with the sensor signal of the interconnected sensors 88 and 89.
  • the sensor signal of the sensor 86 is compared with the sensor signal of the sensor 87 and the sensor signal of the sensor 88 with the sensor signal of the sensor 89th
  • the variant of the alignment device 38 with only four sensors 86 to 89 offers the advantage of a simpler structural design.
  • the variant of the alignment device 38 with eight sensors 60 to 67 offers the advantage that, in particular, the longitudinal alignment of the motor vehicle 18 with respect to the alignment device 38 can take place in a more reliable manner.
  • the two receiving units 50 and 51 are also provided, each comprising a carrier 94 and a circulating on this displacement track 96 in the form of a plate belt 98.
  • the respective plate belt 98 can by means of the drive 57 and the drive of the drive unit 56, not shown, are driven in order to move the motor vehicle 18 transversely to the alignment plane 44.
  • the respective carrier 94 is fixed to the boundaries 40 and 41 and corresponds for example to the carrier 68 in the alignment device 38. In this case, the carrier 94 may be attached to the boundaries 40 and 41 as the carrier 68.
  • the plate belts 98 in the alignment 92 separately driven by means of the drive unit 56.
  • the displacement tracks 96 may be configured, for example, as straps or as roller straps.
  • An alignment device 100 shown in FIGS. 5A and 5B has receiving units 50 and 51 in the form of annular-segment-shaped plates 102 and 103, respectively.
  • the plate 102 is rotatable relative to the alignment plane 44 about a vertical axis of rotation 104 arranged in the alignment plane 44.
  • the plate 103 is rotatable relative to the alignment plane 44 about a vertical axis of rotation 105 arranged in the alignment plane 44.
  • the axes of rotation 104 and 105 lie in the region of a rear and a front end region of the alignment device 100.
  • the drive unit 56 has a schematically illustrated rotary drive 106, for example a crank drive.
  • a corresponding rotary drive for the plate 103 is not shown in the drawing.
  • the motor vehicle 18 can be rotated in a particularly reliable manner relative to the alignment plane 44.
  • the drive unit 56 has in the alignment device 100 displacement drives, with which the plates 103 and 104 can be moved transversely to the alignment plane 44 to more easily correct a parallel offset of the vehicle center plane 48 of the alignment plane 44.
  • An alignment device 108 shown in FIGS. 6A and 6B has only one receiving unit 110 in the form of a plate 111.
  • the plate 111 is displaceable by means of the drive 57 transversely to the alignment plane 44.
  • the drive unit 56 comprises a rotary drive 112 for rotating about a vertical central axis of rotation 113 arranged in the alignment plane 44.
  • the alignment device 108 comprises only the sensor pair 60 and 61 in the region of front corners of the plate 111, and the sensor pair 66 and 67 in the region of rear corners of the plate 111.
  • the sensors 60 and 61 are interconnected and their sensor signals are aggregated, and the same applies to the sensors 66 and 67 and their sensor signals.
  • the sensors 60 and 66 are interconnected and their sensor signals are aggregated, and the same applies to the sensors 61 and 67 and their sensor signals.
  • the alignment device 108 has the advantage of a structurally simple structure, which nevertheless allows the compensation of inclinations and parallel offsets of the motor vehicle 18 relative to the alignment plane 44.
  • the example of the alignment device 108 shows a further sensor unit 116, which can be used in a corresponding manner in all other alignment devices explained here.
  • the sensor unit 116 comprises four touch-sensitive sensors 118 and 119 as well as 120 and 121.
  • the sensors 118 and 119 form a sensor pair which is integrated in the boundaries 40 and 41 on different sides of the alignment plane 44.
  • the sensors 120 and 121 form another sensor pair, which is integrated behind the sensors 118 and 119 in the limits 40 and 41, respectively.
  • the sensors 118 to 121 are connected via signal lines 122 to the control device 72, and they can be used for the transverse alignment of the motor vehicle 18.
  • the procedure is as follows: First, the control device 72 activates the drive 57 such that the motor vehicle 18 is displaced in the direction of a boundary, for example the limit 40, until the wheels contact the sensors 118 and 120.
  • the range of motion ie the displacement
  • the drive 57 is activated to move the motor vehicle 18 in the opposite direction transversely to the alignment plane 44 until the right wheels of the motor vehicle 18 contact the sensors 119 and 121.
  • the range of motion, ie, the displacement for example, based on the characteristics of the drive 57 can be determined.
  • the control device 72 can determine whether the motor vehicle 18 has an inclination or an offset relative to the alignment plane 44 and whether the deviation of the vehicle center plane 48 from the alignment plane 44 has a deviation exceeding the minimum deviation. If this is the case, the control device 72, as explained above, the drive unit 56 to rotate and rotate the plate 111. The angle of rotation and the displacement can be calculated on the basis of the previously determined movement amounts of the control device 72, so that the motor vehicle 18 after moving from the transport unit 30 can still be recorded.
  • FIGS. 7A and 7B show a variant of the alignment device 92, which is identified by the reference numeral 126.
  • the alignment device 126 eliminates the sensors 60 to 67. Instead, the alignment device 126 has radiation-sensitive sensors 128 to 131.
  • the sensors 128 and 129 form a sensor pair to different sides of the alignment plane 44, and similarly, the sensors 130 and 131 form a pair of sensors to different sides of the alignment plane 44.
  • the sensors 130 and 131 are arranged longitudinally behind the sensors 128 and 129, which are directed to similar automotive components and in particular present body parts in the front region of the motor vehicle 18, for example, fenders or door areas. In contrast, the sensors 130 and 131 are directed to body components in the rear region of the motor vehicle 18.
  • the sensors are, for example, ultrasonic sensors or optical sensors, for example infrared sensors or visible light sensors.
  • the sensors 128 to 131 are connected to the control device 72 by means of signal lines 132.
  • the sensors 128 to 131 each emit radiation at preferably regular intervals, which is reflected by the front and the rear body components. A portion of the radiation may be re-detected by the sensors 128-131 to generate a sensor signal provided to the controller 72.
  • the time difference between the emission of the radiation and the detection of the reflected radiation is a measure of the distance of the respective sensor 128 to 131 from the body component to which it is directed. This makes it possible to determine whether the distances of the sensors 128 and 129 from the left and right body components are different and whether the distances of the sensors 130 and 131 from the left and right body components are different.
  • the sensors 128 to 131 may also be directed to the wheels of the motor vehicle 18, for example, the sensors 128 and 129 to the left and right front wheels and the sensors 130 and 131 to the left and right rear wheels, respectively.
  • the signals of the sensors 128, 129 are compared with each other and also the signals of the sensors 130 and 131. From this information, the controller 72 can determine whether the vehicle center 48 deviates from the alignment plane 44 exceeds the minimum deviation. If this is the case, the drive unit 56 can be activated as described above for rotating the plates 102 and 103 until the deviation of the vehicle center plane 48 from the alignment plane 44 falls below the maximum deviation.
  • the sensors 128 to 131 form a sensor unit 134, which could also be used in the alignment devices 38, 92, 100 and 108. If more than one of the sensor units 58, 116 and 134 is used in the alignment devices 38, 92, 100, 110 and 126, the deviations of the vehicle center plane 48 from the alignment plane 44 can be determined by the control device 72 based on their sensor signals , to be checked for consistency and plausibility.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

L'invention concerne une installation de stationnement automatique (10), comprenant une pluralité de places de stationnement (24) juxtaposées et/ou superposées pour véhicules automobiles (18), une zone de transfert (12) destinée à transférer un véhicule automobile (18) d'un utilisateur à l'installation de stationnement (10), un dispositif de transport (22) destiné à transporter le véhicule automobile (18) de la zone de transfert (12) à une place de stationnement (24), permettant de loger le véhicule automobile (18) dans le sens longitudinal du véhicule, et un dispositif de commande (72) destiné à commander l'installation de stationnement (10). L'installation de stationnement (10) comprend un dispositif d'orientation (38) destiné à orienter le véhicule automobile (18) par rapport au dispositif de transport (22). Le dispositif d'orientation (38) comporte au moins une unité de logement (50, 51) sur laquelle le véhicule automobile (18) peut être positionné, une unité de détection (58) couplée au dispositif de commande (72) et une unité d'entraînement (56) couplée au dispositif de commande (72) et destinée à déplacer le véhicule automobile (18).
PCT/EP2011/065958 2011-09-14 2011-09-14 Installation de stationnement automatique WO2013037410A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2011/065958 WO2013037410A1 (fr) 2011-09-14 2011-09-14 Installation de stationnement automatique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2011/065958 WO2013037410A1 (fr) 2011-09-14 2011-09-14 Installation de stationnement automatique

Publications (1)

Publication Number Publication Date
WO2013037410A1 true WO2013037410A1 (fr) 2013-03-21

Family

ID=44653321

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/065958 WO2013037410A1 (fr) 2011-09-14 2011-09-14 Installation de stationnement automatique

Country Status (1)

Country Link
WO (1) WO2013037410A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105421837A (zh) * 2015-10-27 2016-03-23 天津市中环富士智能设备有限公司 一种机械式停车设备中使用的定位移动装置
RU2641155C1 (ru) * 2017-01-18 2018-01-16 Николай Виленович Кученев Автоматизированная стоянка для автомобилей
CN109179130A (zh) * 2018-11-16 2019-01-11 立达博仕电梯（苏州）有限公司 一种调节定位的重载电梯
CN109403687A (zh) * 2018-12-27 2019-03-01 广西科技大学 一种多功能智能立体泊车装置
CN110021189A (zh) * 2019-04-26 2019-07-16 成都智狐科技有限公司 基于并行存取的智能停车方法
CN113294018A (zh) * 2021-05-20 2021-08-24 河南森源中锋智能制造有限公司 立体车库停车姿态校正装置
DE102022123493A1 (de) 2022-09-14 2024-03-14 Bayerische Motoren Werke Aktiengesellschaft Mehrfachparkvorrichtung und verfahren zur ansteuerung einer solchen

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19803207A1 (de) * 1998-01-28 1999-07-29 Hubert Kugelmann Transportiersystem zum Transportieren eines Objekts
EP1817214A1 (fr) 2004-11-20 2007-08-15 Wap Wöhr Automatikparksysteme GmbH & Co Kg Dispositif de reception pour un vehicule
US20100034626A1 (en) * 2008-08-08 2010-02-11 David John Reiniger Automated vehicle alignment and parking system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19803207A1 (de) * 1998-01-28 1999-07-29 Hubert Kugelmann Transportiersystem zum Transportieren eines Objekts
EP1817214A1 (fr) 2004-11-20 2007-08-15 Wap Wöhr Automatikparksysteme GmbH & Co Kg Dispositif de reception pour un vehicule
US20100034626A1 (en) * 2008-08-08 2010-02-11 David John Reiniger Automated vehicle alignment and parking system

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105421837A (zh) * 2015-10-27 2016-03-23 天津市中环富士智能设备有限公司 一种机械式停车设备中使用的定位移动装置
RU2641155C1 (ru) * 2017-01-18 2018-01-16 Николай Виленович Кученев Автоматизированная стоянка для автомобилей
CN109179130A (zh) * 2018-11-16 2019-01-11 立达博仕电梯（苏州）有限公司 一种调节定位的重载电梯
CN109179130B (zh) * 2018-11-16 2020-08-07 立达博仕电梯（苏州）有限公司 一种调节定位的重载电梯
CN109403687A (zh) * 2018-12-27 2019-03-01 广西科技大学 一种多功能智能立体泊车装置
CN109403687B (zh) * 2018-12-27 2023-08-22 广西科技大学 一种多功能智能立体泊车装置
CN110021189A (zh) * 2019-04-26 2019-07-16 成都智狐科技有限公司 基于并行存取的智能停车方法
CN113294018A (zh) * 2021-05-20 2021-08-24 河南森源中锋智能制造有限公司 立体车库停车姿态校正装置
DE102022123493A1 (de) 2022-09-14 2024-03-14 Bayerische Motoren Werke Aktiengesellschaft Mehrfachparkvorrichtung und verfahren zur ansteuerung einer solchen

Similar Documents

Publication Publication Date Title
WO2013037410A1 (fr) Installation de stationnement automatique
EP3456663B1 (fr) Dispositif de transport de palettes
AT506221B1 (de) Verfahren und transportvorrichtung zum positionieren von ladehilfsmitteln vor deren übergabe in ein regalfach
EP3286111B1 (fr) Procédé de mise en stock de charges isolées dans un rayonnage de stockage et système de stockage
AT511140B1 (de) Regallagersystem und verfahren zum betreiben desselben
EP3131837B1 (fr) Véhicule de commande, procédé servant à déplacer un véhicule de commande au niveau d'un ensemble de rayonnages de stockage et ensemble de rayonnages de stockage
EP2673219B1 (fr) Système d'entrepôt à rayonnages et procédé de fonctionnement correspondant
EP2673218B1 (fr) Système d'entrepôt à rayonnages
AT514710A1 (de) Automatisches Regallagersystem mit unabhängig voneinander verfahrbaren Förderfahrzeugen, sowie Verfahren hierzu
EP1808387A2 (fr) Système logistique
EP2218659B1 (fr) Système d'alimentation
WO2016066182A1 (fr) Mécanisme de levage, véhicule navette, et dispositif de levage avec un mécanisme de levage et un système de stockage
EP3455434B1 (fr) Dispositif et procédé pour garer un véhicule
EP1283809B1 (fr) Dispositif de transport d'un rouleau
EP1165360B1 (fr) Systeme de transport pour montage de construction brute de carrosseries de vehicules
EP0801911B1 (fr) Installation de rayonnages coulissants
EP0344804B1 (fr) Système de transporteur suspendu
EP3976513A1 (fr) Poste de transfert pour le chargement de palettes de marchandises dans un système logistique et système logistique
EP2267377B1 (fr) Véhicule de revêtement pour un automate de montage pour modules photovoltaïques
EP0937665B1 (fr) Unité d'entraínement à rouleau avec capteurs et logique de commande pour le levage et l'abaissement motorisé du rouleau d'entrainement
EP1910194A1 (fr) Systeme de stockage a rayonnages comprenant une station d'entree
EP3205607B1 (fr) Procédé et dispositif de transport d'un rayonnage d'un véhicule de transport
EP1925572A1 (fr) Installation de stockage à rayonnage
EP3099604A1 (fr) Ensemble entraîneur pour moyen de traction, chaîne d'entraînement dotée d'un ensemble entraîneur ainsi que système de stockage doté d'au moins un entraînement par chaîne
DE19956619A1 (de) Lagersystem für Paletten

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11757851

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11757851

Country of ref document: EP

Kind code of ref document: A1