CN210460116U

CN210460116U - Mechanical parking device

Info

Publication number: CN210460116U
Application number: CN201921042726.6U
Authority: CN
Inventors: 岩濑义和; 仓桥宗孝; 本岛贵之; 曾我隆之; 保坂宪一
Original assignee: IHI Transport Machinery Co Ltd
Current assignee: IHI Transport Machinery Co Ltd
Priority date: 2018-07-13
Filing date: 2019-07-05
Publication date: 2020-05-05
Anticipated expiration: 2029-07-05
Also published as: SG11202009942XA; CN110714640A; WO2020012855A1; CN110714640B

Abstract

The utility model provides a mechanical type parking device. A plurality of transverse rollers (11) for transverse movement are provided at both longitudinal ends of the tray (10) (or the cabin (3) and the storage rack (12)), and the transverse direction distances (La, Lb) from the transverse rollers (11) to the boundary (B) are different in the front and rear of the vehicle, and the difference (Delta L) in the horizontal distance is equal to or greater than a first threshold value (K1). In addition, the lifting control device (18) performs're-leveling (R)' of lifting the cabin (3) in the transverse direction to correct the tray support height of the cabin (3) at the front and rear of the vehicle. Thus, the transverse movement of the tray (10) can be smoothly performed without being affected by the weight difference between the front and rear of the vehicle when the four corners of the cabin (3) are suspended by the rope members.

Description

Mechanical parking device

Technical Field

The present invention relates to a mechanical parking device and a control method thereof, and the mechanical parking device is provided with a cage suspended by a rope member and lifted in a vertical lifting path.

Background

Fig. 1 is a schematic diagram showing an elevator parking apparatus 1.

The elevator parking apparatus 1 includes a car 3 suspended at four corners from a rope member 2 (e.g., a wire rope or a chain) and vertically moved in a vertical movement path, and a lifting mechanism 4 for lifting and lowering the car 3.

The lifting mechanism 4 includes a sheave drive device 5, a driven pulley 6, a drive sheave 7, and a counterweight 8. The sheave drive 5 rotates the drive sheave 7. The middle portion of the rope member 2 is erected on the driving sheave 7, one end of the rope member 2 is fixed to the cage 3, and the other end of the rope member 2 is fixed to the counterweight 8.

With this configuration, if the drive sheave 7 rotates, the rope member 2 riding on the drive sheave 7 is sent out toward the seat 3 due to its rotational direction, and in addition, is pulled up from the seat side and sent out toward the counterweight 8, whereby the seat 3 is lifted. In the example of fig. 1, four such cord elements 2 are provided. The four rope members 2 extend from four corners of the cage 3, ride on the driven pulley 6, the drive sheave 7, and the driven pulley 6 in this order, and extend to the counterweight 8.

In the figure, 9 is a lifting path, and 10 is a tray on which a vehicle is placed.

The above-described lifting mechanism 4 is called a traction type (friction type) because the car 3 is lifted by the friction force of the driving sheave 7 and the rope member 2. The traction type lifting mechanism 4 is suitable for most parking devices from a lower floor to a higher floor.

Further, in order to reduce the diameter of the drive sheave 7 of the elevator mechanism 4, the four corners of the cage 3 are sometimes suspended by a plurality of (e.g., two) rope members 2.

On the other hand, in the lifting mechanism 4, a drum type is also known. The drum-type lifting mechanism is a member that winds the rope member 2 around a cylindrical drum and winds up and rewinds the rope member 2. The drum type lifting mechanism is suitable for a parking device from a bottom layer to a middle layer.

The elevator type parking device is disclosed in patent document 1, for example.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2018-40127.

SUMMERY OF THE UTILITY MODEL

Problem to be solved by utility model

Fig. 2 is a schematic view showing a state of a conventional tray 10 in a horizontal direction. This figure shows a state in which the tray 10 on which the vehicle is mounted is made to traverse from the cage 3 to the storage rack 12 in a state in which the four corners of the cage 3 are suspended by the rope members 2. The housing frame 12 is fixed to a fixed portion of the apparatus.

In the figure, (a) is when the traverse starts, and (B) shows the timing when the traverse roller 11 of the tray 10 passes through the boundary portion B between the cage and the storage shelf. In addition, in (a) and (B), the upper diagram is the light weight side of the vehicle, and the lower diagram is the heavy weight side of the vehicle.

The weight balance on the front wheel side and the rear wheel side of a vehicle (not shown) mounted on the pallet 10 is usually different (e.g., 60: 40). Therefore, the amount of extension of the rope member 2 in the front and rear of the suspended cage 3 is different due to the difference in weight between the front and rear of the vehicle. The difference in the elongation of the front and rear rope members 2 fluctuates depending on the height of the cage 3 (i.e., the length of the rope members 2) and the weight of the vehicle, and is, for example, 10 to 20 mm.

Fig. 2(a) shows a state in which the tray support height of the light weight side seat 3 is made to coincide with the accommodating frame 12. In this case, a step difference Δ h is generated between the tray support height of the cabin 3 on the heavy weight side and the tray support height of the housing rack due to the weight difference in front and rear of the vehicle. The step difference Δ h is, for example, 10 to 20 mm.

If the transverse running is started in this state, as shown in fig. 2(B), the transverse running roller 11 on the heavy component side cannot smoothly go over the step Δ h, and there is a possibility that a shock or vibration occurs or the transverse running cannot be performed.

When the tray support height of the car 3 on the heavy weight side is made to coincide with the accommodating shelf, the step Δ h is similarly generated on the light weight side.

Further, unlike fig. 2, the same problem occurs when the cabin 3 and the accommodating frame 12 have a plurality of lateral rollers 11 for lateral movement spaced apart in the lateral direction, and the tray 10 has a horizontal support portion that can be supported by the lateral rollers 11 of the cabin 3 and the accommodating frame 12 so as to be able to move laterally.

Hereinafter, the tray 10 in this case is referred to as a "roller-less tray".

Fig. 3 is a schematic view similar to fig. 2, showing a case where the position in the lateral direction (position in the width direction) of the lateral rollers 11 of the tray 10 is different in the front and rear of the vehicle.

In the figure, (a) shows a state where the front and rear transverse rollers 11 on the right side (rack side) are placed on the rack rails 12a of the housing rack 12, and (B) shows a timing when the transverse rollers 11 on the left side (rack reverse side) on the heavy component side pass through the boundary portion B and the transverse rollers 11 on the left side (rack reverse side) on the light component side remain on the cabin.

That is, fig. 3(B) shows that all of the transverse rollers 11 on one side of the front and rear sides move to the rack, and one of the transverse rollers 11 on the other side remains in the cabin shortly after.

In fig. 3a, the left lateral roller 11 on the heavy component side supports approximately half of the load on the heavy component side, and the elongation of the rope member 2 (hereinafter, referred to as a rope member 2a) on the heavy component side and the frame side is large (for example, 100mm or more).

On the other hand, in fig. 3(B), since the left lateral roller 11 on the weight component side is placed on the mounting rail 12a, the load acting on the rope member 2a by the cabin 3 is minimized, and the elongation of the rope member 2a is significantly reduced (for example, 20mm or less).

Therefore, in fig. 3(B), due to a sharp decrease in the amount of extension of the rope member 2a, one corner on the weight component side of the cabin 3 suspended by the rope member 2a is suddenly sprung (displaced) upward together with the cabin upper rail 3 a. The displacement amount is, for example, 80mm or more.

As a result, a part of the reloaded car 3 on the heavy weight side (for example, the car upper track 3a) may interfere with a part of the tray 10.

The present invention is conceived to solve the aforementioned problems. That is, a first object of the present invention is to provide a mechanical parking device and a control method thereof, which can smoothly perform traverse of a tray without being affected by a difference in weight between the front and rear of a vehicle when four corners of a cabin are hung by a rope member.

In addition, a second object is to provide a mechanical parking device and a control method thereof, which can prevent the transverse direction position of the transverse rollers of the tray from being different in the front and rear of the vehicle, and the transverse rollers on one side of the front and rear are all moved to the rack, and one of the transverse rollers on the other side is left on the cabin and then the cabin is bounced up.

Means for solving the problems

According to the present invention, there is provided a mechanical parking device comprising a housing frame provided along a lifting path, a cabin suspended from a rope member and lifted in the lifting path, and a lift control device for controlling the lifting of the rope member, wherein the mechanical parking device causes a pallet to traverse across a boundary between the cabin and the housing frame,

a plurality of transverse rollers for transverse movement provided at both longitudinal ends of the tray or the cabin and the storage rack, wherein the transverse rollers have different transverse distances to the boundary portion in the front and rear directions of the vehicle, and the difference in the horizontal distance is equal to or greater than a first threshold value,

the elevation control device performs re-leveling for elevating the cabin in the transverse direction to correct the height of the tray support of the cabin, in front of and behind the vehicle.

In addition, according to the present invention, there is provided a method for controlling a mechanical parking device, which is the method for controlling the mechanical parking device,

the lifting control device performs the re-leveling in the lateral direction so that a difference between the tray support heights of the cabin and the storage rack is within a second threshold value when each of the tray support points in front and rear of the vehicle crosses the boundary portion.

Effect of the utility model

According to the present invention, the plurality of traverse rollers for traverse are provided at both ends of the length direction of the tray or the cabin and the accommodating frame, and the traverse direction distance to the boundary portion of the traverse rollers is different around the vehicle, and the difference in the horizontal distance is equal to or greater than the first threshold value.

With this configuration, when the pallet is moved in the lateral direction, a time difference corresponding to a horizontal distance difference in the lateral direction distance occurs at a point in time when the vehicle crosses the boundary portion in the front-rear direction.

In addition, according to the present invention, the elevating control device performs re-leveling of the cabin elevating in the transverse direction to correct the supporting height of the tray of the cabin, at the front and rear of the vehicle.

Thus, the height of the support of the tray of the cabin is corrected before and after the tray, so that the front and rear of the vehicle can smoothly cross the boundary portion, and the transverse movement of the tray can be smoothly performed without being affected by the weight difference between the front and rear of the vehicle, when the four corners of the cabin are hung by the rope members.

Drawings

Fig. 1 is a schematic view showing an elevator type parking device;

fig. 2 is a schematic view showing a state of a traverse of a conventional pallet;

fig. 3 is a schematic view similar to fig. 2, showing a case where the transverse rollers at both longitudinal end portions of the pallet are different in the front and rear of the vehicle;

fig. 4 is a front view showing a first embodiment of a mechanical parking device according to the present invention;

FIG. 5 is a diagram of a first embodiment of a tray of the present invention;

fig. 6 is an explanatory view of the present invention in a traverse from the cabin to the accommodating shelf;

fig. 7 is an explanatory view of the present invention in a traverse from the accommodating shelf to the cabin;

fig. 8 is a diagram of a second embodiment of the tray of the present invention;

fig. 9 is an explanatory view of the present invention when the pallet is a "roller-less pallet" and the pallet is moved horizontally from the cabin to the receiving rack;

fig. 10 is a front view showing a second embodiment of the mechanical parking device according to the present invention;

fig. 11 is a view of a third embodiment of the tray of the present invention;

FIG. 12 is an explanatory view of the front half in the traverse from the cabin to the accommodating shelf;

FIG. 13 is an explanatory view of the rear half of the horizontal row from the cabin to the accommodating shelf;

fig. 14 is an explanatory view of the present invention in a state of traversing from the accommodating shelf to the cabin;

fig. 15 is a diagram of a fourth embodiment of the tray of the present invention.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, the same reference numerals are given to the common portions, and redundant description is omitted.

Fig. 4 is a front view illustrating a first embodiment of the mechanical parking device 100 according to the present invention. The mechanical parking device 100 is an elevator parking device in this example.

In the figure, the mechanical parking device 100 includes a plurality of housing racks 12, a cabin 3, a lift drive device 16, and a lift control device 18.

A plurality of receiving racks 12 are provided at intervals in the vertical direction along the lifting path 9.

The cabin 3 is suspended from a plurality of (four in this example) rope members 2 and ascends and descends in an ascending and descending path 9.

The elevation driving device 16 synchronously elevates and drives the plurality of rope members 2. The rope part 2 is, for example, a wire rope or a chain.

The elevation control device 18 controls the elevation driving device 16.

In the mechanical parking device 100, the tray 10 on which the vehicle is mounted is moved laterally across the boundary B between the cabin 3 and the housing frame 12 by a lateral movement mechanism, not shown.

Fig. 5 is a diagram of a first embodiment of the tray 10 of the present invention. In this figure, (A) is a plan view, (B) is a view from the B-B direction, and (C) is a view from the C-C direction.

In this example, a pair of horizontal rollers 11 for horizontal movement are provided in front and rear (both longitudinal ends) of the tray 10.

In this example, the tray support point S is the lower end of the transverse roller 11.

In fig. 5, the lateral direction distances La, Lb from the lateral rollers 11 to the boundary B are different in the front and rear of the vehicle, and the horizontal distance difference Δ L is set to be equal to or greater than a first threshold value.

That is, in this example, the lateral direction positions of the lateral rollers 11 differ by the first threshold value or more in the front and rear (both longitudinal direction ends) of the vehicle.

The first threshold value K1 is, for example, 100 to 200mm, and may be set so as to ensure a re-leveling time Δ t for performing a re-leveling (leveling) R described later.

Hereinafter, in this example, the side where the distance L1 between the front and rear horizontal rollers 11 of the tray 10 is relatively large is referred to as "wide side", and the side where the distance L2 is relatively small is referred to as "narrow side". In this case, the following formula (1) needs to be satisfied:

(L1-L2)/2≥K1 (1)。

the narrow-side interval L2 is also preferably equal to or greater than the first threshold value K1 in order to ensure the releveling time Δ t.

In fig. 4, the gondola 3 and the accommodating shelf 12 have a gondola upper rail 3a and a shelf rail 12a, respectively, which support the traverse rollers 11 when traversing. When the pallet 10 is moved in the lateral direction, the upper surfaces of the cabin upper rail 3a and the rack rail 12a are at the pallet support height. That is, in this case, the tray support height is the lower end height of the horizontal rollers 11.

Further, unlike fig. 4 and 5, a plurality of transverse rollers 11 for transverse movement may be provided at both longitudinal end portions of the cabin 3 and the housing rack 12 at intervals in the transverse direction. In this case, the pallet 10 has a horizontal support portion supported in a horizontally movable manner by the horizontal rollers 11 of the cabin 3 and the accommodating shelf 12.

The tray 10 in this case is the above-described "roller-less tray".

In the case where the tray 10 is a roller-less tray, the tray support point is the upper end of the transverse rollers 11. In this case, too, the position of the transverse rollers 11 in the transverse direction needs to be different by the first threshold value K1 or more at both longitudinal ends.

The difference in the lateral position of the lateral rollers 11 at both longitudinal ends (front and rear of the tray 10) may be constant or different as long as it is equal to or greater than the first threshold value K1.

The following description is made with reference to fig. 4 and 5.

In fig. 4, the elevation drive device 16 includes a motor 16a, an inverter 16b, and an encoder 16c (or a pulse generator).

The motor 16a rotationally drives the drive sheave 7 to wind up or wind back the rope member 2. The inverter 16b performs speed control of the motor 16 a. The encoder 16c detects the rotational position of the motor 16 a.

The elevation control device 18 may be a computer having a storage device 18a and a computing device 18 b.

The configuration of the elevation drive device 16 and the elevation control device 18 is not essential, and the elevation of the cabin 3 suspended from the plurality of rope members 2 may be controlled.

The elevation control device 18 performs re-leveling R of elevating the cabin 3 in the lateral direction to correct the tray support height of the cabin 3 at the front and rear of the vehicle.

That is, when each of the tray support points S at the front and rear of the vehicle crosses the boundary portion B, the elevation control device 18 re-levels the floor R so that the difference in tray support height between the cabin 3 and the housing frame 12 (hereinafter, referred to as a step Δ h) is within the second threshold value K2.

The second threshold K2 for the step Δ h is, for example, 2 to 10 mm.

Hereinafter, the time zone in which the re-leveling R is performed is referred to as "re-leveling time Δ t".

The meaning of "when each of the tray support points S crosses the boundary portion B" refers to a timing at which the load supporting the tray support points S between the gondola 3 and the housing rack 12 abruptly changes.

The detection of "when each of the tray supporting points S crosses the boundary portion B" is set, for example, at a time from the start of the horizontal row. Further, the position of a driving unit (for example, a swing arm) of the traverse device (not shown) may be detected by a sensor.

In fig. 4 and 5, the "tray supporting point S" is the lower end of the horizontal roller 11. In this case, the phrase "when the lower end of the horizontal roller 11 passes over the boundary portion B" refers to a timing when the lower end of the horizontal roller passes through the boundary portion B.

Unlike fig. 4 and 5, in the case where the pallet 10 is a "roller-less pallet", the "pallet support point S" is the upper end of the transverse rollers 11 of the gondola 3 or the accommodating shelf 12. In this case, the phrase "when the tray passes over the boundary B" means when the tray support point S is changed from the horizontal roller 11 on the cabin (no load り instead of わる) to the horizontal roller 11 on the housing rack, or vice versa.

In fig. 4, mechanical parking device 100 further includes a plurality of positioning members 20 and a plurality of position detection devices 22.

The positioning members 20 are fixed to the front and rear sides of the traverse side of the elevation path 9 in accordance with a tray support height of the storage rack 12 (hereinafter referred to as a "rack support height").

The plurality of position detection devices 22 are provided in the cabin 3, detect the positioning member 20, and detect a difference between a tray support height (hereinafter referred to as a "cabin support height") and a rack support height of the cabin 3.

With this configuration, the rack support height can be detected during the ascent and descent of the cabin 3. Further, since the positioning members 20 are provided in front and rear of the lateral line side of the elevating path 9, the tray support height of the cabin 3 can be corrected in front and rear of the lateral line side of the cabin 3.

In fig. 4, the positioning members 20 are preferably provided at four corners of the lifting path 9.

The position detection device 22 is preferably capable of continuously detecting the difference between the cabin support height and the rack support height (hereinafter, referred to as "step difference").

The position detection device 22 may be configured to be able to detect a difference (step difference) between the cabin support height and the frame support height at a plurality of (for example, upper limit, lower limit, and intermediate point) positions within the range of the second threshold value K2. Such a position detection device 22 is known as a horseshoe sensor.

The elevation control device 18 re-levels the floor R for a re-leveling time Δ t after the tray support point S on one side of the front and rear sides of the vehicle passes the boundary portion B and before the tray support point S on the other side passes the boundary portion B.

That is, the "re-leveling time Δ t" is a time after the tray supporting point S at one end in the longitudinal direction of the tray 10 passes over the boundary portion B and before the tray supporting point S at the other end passes over the boundary portion B.

The control method of the mechanical parking device 100 according to the present invention is the control method of the mechanical parking device 100 described above.

The control method of the present invention is to implement re-leveling R in the transverse direction by using the above-described elevation control device 18, in such a manner that the difference between the support heights of the cabin 3 and the pallet of the accommodating frame 12 is within the second threshold K2 when each of the pallet support points S at the front and rear of the vehicle crosses the boundary portion B.

Further, it is preferable that the traverse speed be variably controlled to vary the re-leveling time Δ t in the traverse of the tray 10.

For example, the re-leveling time Δ t may be secured by detecting the detection of "when each of the tray supporting points S crosses the boundary portion B" with a time from the start of the lateral movement or with a position sensor provided in the lateral direction of the tray 10, and decelerating or temporarily stopping the lateral movement speed before the detection.

Fig. 6 is an explanatory view of the present invention when the cabin 3 is traversed to the receiving rack 12.

In this example, the light weight side of the vehicle (not shown) is placed on the wide side of the tray 10, and the heavy weight side of the vehicle is placed on the narrow side of the tray 10.

In the figure, (a) to (C) show that the transverse rollers 11 from the transverse row to the right side of the tray 10 pass through the boundary B.

In this example, although the drawing shows the horizontal row of the accommodating shelf 12 to the right, the same applies to the horizontal row of the accommodating shelf 12 to the left.

Fig. 6(a) shows a state where the difference (step difference) between the height of the tray support of the capsule 3 on the light component side and the receiving rack 12 is within the second threshold value K2. That is, in a state where the step on the light component side does not substantially exist, the ascent and descent of the cabin 3 is stopped.

In this case, the tray support height of the cabin 3 on the heavy distribution side is lowered due to the weight difference in front and rear of the vehicle, and a step difference Δ h exceeding the second threshold value K2 is generated between the tray support height of the cabin 3 on the heavy distribution side and the accommodating shelf 12.

If the traverse is started in this state, as shown in fig. 6B, the traverse rollers 11 of the tray 10 on the light weight side first smoothly pass through the boundary portion B, and at this time, the traverse rollers 11 of the tray 10 on the heavy weight side are positioned in front of the boundary portion B (on the left side in the drawing) in a state of being placed on the cabin 3.

At this time, the step Δ h on the heavy component side still exists.

Next, the pod 3 is lifted and lowered in the horizontal row by the above-described re-leveling R to correct the tray support height of the pod 3. As a result, as shown in fig. 6C, the difference (step) between the tray support heights of the pods 3 and the storage racks 12 on the narrow side (heavy component side) is reduced to within the second threshold value, and the traverse rollers 11 of the trays 10 on the narrow side (heavy component side) smoothly pass through the boundary portion B.

The "rebalancing time Δ t" described above is a time from fig. 6(B) to fig. 6 (C).

As shown in fig. 6(C), the re-leveling R increases the difference in height between the tray support points S of the left and right horizontal rollers 11 that have passed the wide side of the boundary B, and the tray 10 on the wide side is slightly inclined. However, the inclination of the tray 10 after passing through the boundary portion B can be absorbed by the elasticity of the tray itself, and the influence on the vehicle can be almost ignored.

After fig. 6C, the left side transverse rollers 11 of the tray 10 on the narrow width side (heavy weight side) pass through the boundary B, and the left side transverse rollers 11 of the tray 10 on the wide width side (light weight side) pass through the boundary B, thereby completing transverse movement.

After fig. 6(C), it is also preferable to perform the above-described re-leveling R at the above-described re-leveling time Δ t when each of the tray supporting points S of the respective horizontal rollers 11 crosses the boundary portion B.

Fig. 7 is an explanatory view of the present invention in a state of traversing from the accommodating shelf 12 to the cabin 3.

In the figure, (a) shows when the horizontal running starts, and (B) shows when the left horizontal running roller 11 on the narrow side (heavy component side) of the width passes through the boundary portion B.

In this example, although the drawing shows the horizontal row from the right storage rack 12, the same applies to the horizontal row from the left storage rack 12.

Fig. 7(a) shows a state where the difference (step difference) between the height of the tray support of the cabin 3 on the light weight side and the receiving rack 12 is within the second threshold value. That is, in a state where the step on the light component side does not substantially exist, the ascent and descent of the cabin 3 is stopped.

In this case, since the tray 10 is located at the housing rack 12, the tray support height of the gondola 3 is the same at the heavy weight side and the light weight side.

If the transverse movement is started in this state, as shown in fig. 7B, the transverse rollers 11 of the tray 10 on the light weight side first smoothly pass through the boundary portion B, and at this time, the transverse rollers 11 of the tray 10 on the heavy weight side are positioned in front of the boundary portion B (on the right side in the figure) in a state of being placed on the housing rack 12.

In this state, as shown in fig. 7(B), the weight of the light-weight side horizontal rollers 11 passing through the boundary B first causes the cabin 3 to be displaced downward, so that the difference in height between the wide-side left and right horizontal rollers is increased, and the wide-side pallet 10 is slightly inclined. However, the inclination of the tray 10 on the wide side after the boundary portion B can be absorbed by the elasticity of the tray itself, and the influence on the vehicle can be almost ignored.

Next, the pod 3 is lifted and lowered in the horizontal row by the above-described re-leveling R to correct the tray support height of the pod 3. As a result, as shown by the broken line in fig. 7B, the difference (step) between the tray support heights of the heavy component-side gondola 3 and the accommodating shelf 12 is reduced to be within the second threshold value, and the traverse rollers 11 of the heavy component-side tray 10 can smoothly pass through the boundary portion B.

After fig. 7B, the right side transverse rollers 11 of the pallet 10 on the narrow side (heavy weight side) of the width pass through the boundary portion B, and then the right side transverse rollers 11 of the pallet 10 on the wide side (light weight side) pass through the boundary portion B, and transverse movement is completed.

After fig. 7(B), the above-described re-leveling R is preferably performed at the above-described re-leveling time Δ t when each of the tray supporting points of each of the horizontal rollers 11 crosses the boundary portion B.

Fig. 8 is a diagram of a second embodiment of the tray 10 of the present invention. In this figure, the tray 10 is a "roller-less tray", and (A) is a plan view, (B) is a B-B direction view, and (C) is a C-C direction view.

In this example, a plurality of horizontal rollers 11 for horizontal movement are provided at both longitudinal ends of the cabin 3 (specifically, the cabin upper rail 3a) and the housing rack 12 (specifically, the rack rail 12 a).

In this example, the tray support point S is the upper end of the transverse rollers 11.

In fig. 8, the lateral direction distances La, Lb from the boundary B of the lateral rollers 11 on the rack rail 12a closest to the boundary B are different in the front and rear of the vehicle, and Δ L thereof is set to be equal to or greater than the first threshold value.

Preferably, the lateral direction positions of the lateral rollers 11 other than the lateral roller closest to the boundary B are different in the front and rear of the vehicle.

Fig. 9 is an explanatory view of the present invention when the pallet 10 is a "roller-less pallet" and the pallet is moved in a lateral direction from the cabin 3 to the receiving rack 12.

Fig. 9(a) to (C) correspond to fig. 6(a) to (C), respectively.

If the traverse is started in the state of fig. 9(a) where the step difference on the light weight side does not substantially exist, the tray supporting point S of the gondola 3 on the light weight side is reloaded to the tray supporting point S of the accommodating shelf 12 as shown in fig. 9(B), so that the tray supporting point S first smoothly crosses the boundary portion B.

At this time, the tray 10 on the heavy component side still has the step Δ h on the heavy component side with the center of gravity positioned just before the boundary portion B (left side in the figure) in the state of being placed on the tray support point S of the gondola 3.

Next, the pod 3 is lifted and lowered in the horizontal row by the above-described re-leveling R to correct the tray support height of the pod 3. As a result, as shown in fig. 9(C), the height difference on the heavy component side is reduced to be within the second threshold value, and the tray supporting point S on the heavy component side is transferred from the gondola 3 to the accommodating shelf 12, so that the tray supporting point S on the heavy component side smoothly crosses the boundary portion B.

The rest is the same as in FIGS. 6(A) to (C).

As described above, according to the first embodiment of the present invention, the plurality of traverse rollers 11 for traverse are provided at both longitudinal ends of the tray 10, the cabin 3, and the housing rack 12, and the traverse distance from the traverse roller 11 to the boundary portion B differs in the front and rear of the vehicle. The horizontal distance difference Δ L is equal to or greater than the first threshold value K1.

With this configuration, when the tray 10 is laterally moved, a time difference corresponding to the horizontal distance difference Δ L in the lateral direction distance occurs at the time when the vehicle crosses the boundary portion B in the front-rear direction.

In addition, according to the embodiment of the present invention, the elevation control device 18 performs re-leveling R for elevating the cabin 3 in the lateral direction to correct the tray support height of the cabin 3 at the front and rear of the vehicle.

Thus, the tray support point S crosses the boundary portion B at the step Δ h within the second threshold value K2 before and after the tray 10, respectively, so that the transverse movement of the tray 10 can be smoothly performed when the four corners of the cabin 3 are suspended by the rope members 2 without being affected by the weight difference between the front and rear of the vehicle.

Fig. 10 is a front view showing a second embodiment of the mechanical parking device 100 according to the present invention. The mechanical parking device 100 is an elevator parking device in this example.

In the mechanical parking device 100, the tray 10 on which the vehicle is mounted is moved across the boundary B between the cabin 3 and the housing frame 12 by a traverse mechanism, not shown.

The traverse mechanism horizontally moves the tray 10 engaged with the engagement claw (dog) by, for example, horizontal rotation of a traverse arm having the engagement claw (dog) at the tip.

In fig. 10, the gondola 3 and the accommodating shelf 12 have a gondola upper rail 3a and a shelf rail 12a, respectively, which support the traverse rollers 11 when traversing.

The gondola upper rail 3a is fixed to the gondola 3, extends horizontally in the width direction and supports the traverse rollers 11 to guide the traverse thereof.

When the pallet 10 is moved in the lateral direction, the upper surfaces of the cabin upper rail 3a and the rack rail 12a are at the pallet support height. That is, in this case, the tray support height is the lower end height of the horizontal rollers 11.

The other constitution is the same as that of the first embodiment of fig. 4.

Fig. 11 is a diagram of a third embodiment of the tray 10 of the present invention. In this figure, (A) is a plan view, (B) is a view from the B-B direction, and (C) is a view from the C-C direction.

In fig. 11, the position in the lateral direction of the lateral rollers 11 is different in the front and rear (both longitudinal end portions) of the vehicle.

In this example, in the figure, the transverse travel distances La, Lb from the right transverse travel roller 11 to the boundary portion B with the transverse travel accommodating frame 12 are different in the front and rear of the vehicle, and the horizontal distance difference Δ L between the transverse travel rollers 11 is set to be equal to or greater than the first threshold value. The same applies to the left-hand transverse roller 11.

In fig. 11, the intervals L1, L2 of the horizontal rollers 11 are set at symmetrical positions with respect to the center in the width direction of the tray 10. This structure is not essential, and may be asymmetric with respect to the center in the width direction.

In fig. 11, the pair of (two) horizontal rollers 11 is provided at both ends of the tray 10 in the longitudinal direction, but may be three or more.

In fig. 11, the mechanical parking device 100 further includes an auxiliary roller 13.

The auxiliary rollers 13 are rotatable about an axial center extending in the longitudinal direction of the tray 10, and are provided on the opposite side in the longitudinal direction so as to face the transverse rollers 11 (hereinafter referred to as "farthest rollers 11A") that are left in the cabin last when the transverse rollers travel to the accommodating rack 12.

That is, the lateral distance of the auxiliary roller 13 to the boundary B is set to be the same as that of the farthest roller 11A.

In this example, the auxiliary roller 13 has the same diameter and the same support height as the farthest roller 11A. The auxiliary roller 13 may have a smaller diameter than the farthest roller 11A, or may be supported slightly above (5 to 10mm above) the farthest roller 11A. The reason for this will be described later.

The auxiliary rollers 13 and the transverse rollers 11 (farthest rollers 11A) remaining in the cabin last are preferably located at the ends in the width direction on the opposite side of the accommodating shelf 12 of the transverse row of the tray 10, respectively.

With this configuration, even if the gondola 3 is displaced upward at the time when the farthest roller 11A and the auxiliary roller 13 cross the boundary portion B in the final stage of the horizontal movement to the rack side, the interference between the gondola 3 and the tray 10 can be avoided.

The auxiliary rollers 13 are located directly above the upper track 3a or the frame track 12a of the cabin.

With this configuration, the auxiliary roller 13 can be supported by the upper car rail 3a and the rack rail 12a during the traverse.

The phrase "when each of the traverse rollers 11 crosses the boundary portion B" means a timing at which the load supporting the tray supporting point S suddenly changes between the cabin 3 and the accommodating shelf 12.

The detection of "when each of the horizontal rollers 11 crosses the boundary portion B" is set, for example, at the time from the start of horizontal movement. Further, the position of a driving unit (for example, a swing arm) of the traverse device (not shown) may be detected by a sensor.

The elevation control device 18 re-levels the layer R for a re-leveling time Δ t after one of the transverse rollers 11 in the front and rear of the vehicle passes the boundary portion B and before the other transverse roller 11 passes the boundary portion B.

That is, the "re-leveling time Δ t" is a time after the transverse rollers 11 at one end in the longitudinal direction of the tray 10 pass over the boundary portion B and before the transverse rollers 11 at the other end pass over the boundary portion B.

The control method of the present invention is to implement re-leveling R in the traverse by using the above-described elevation control device 18 in such a manner that the difference between the support heights of the cabin 3 and the tray of the accommodating frame 12 is within the second threshold value K2 when each of the traverse rollers 11 at the front and rear of the vehicle crosses the boundary portion B.

Fig. 12 is an explanatory view of the front half of the transverse travel from the cabin 3 to the receiving rack 12.

The operations in fig. 12(a) to (C) are the same as those in fig. 6(a) to (C).

Fig. 13 is an explanatory view of the rear half of the horizontal row from the cabin 3 to the accommodating frame 12.

In this figure, fig. 13(C) shows the timing when the front and rear horizontal rollers 11 on the right side of the tray 10 pass through the boundary portion B, and fig. 13(D) shows the timing when the left horizontal roller 11 on the weight component side of the tray 10 passes through the boundary portion B, as in fig. 12 (C).

After fig. 13(C), when the left lateral roller 11 of the tray 10 on the heavy load side passes over the boundary portion B, the above-described re-leveling R is performed for the above-described re-leveling time Δ t.

As a result, as shown in fig. 13D, the difference (step difference) between the tray support heights of the heavy component-side gondola 3 and the accommodating shelf 12 is reduced to be within the second threshold value, and the left-side traverse roller 11 of the heavy component-side tray 10 smoothly passes through the boundary portion B.

At this point in time, one of the transverse rollers 11 (i.e. the farthest roller 11A) and the auxiliary roller 13 remain on the cabin.

Therefore, when the pallet 10 is moved horizontally toward the housing rack 12 and only one of the horizontal rollers 11 is left in the cabin, the auxiliary roller 13 is also left on the opposite side in the longitudinal direction of the cabin, and therefore, the cabin 3 can be prevented from being sprung up.

Next, in fig. 13D, when the transverse roller 11 (farthest roller 11A) and the auxiliary roller 13 remaining in the cabin at the last pass over the boundary portion B at the same time, all the transverse rollers 11 on the auxiliary roller side are placed on the accommodating frame 12. Accordingly, the last horizontal roller 11 (the farthest roller 11A) is made to travel horizontally in accordance with the tray support height of the storage rack 12, and the auxiliary roller 13 can travel horizontally without impact in a state slightly floating above the tray support height of the storage rack 12.

The reason why the auxiliary rollers 13 are positioned slightly above the tray support height of the housing frame 12 when the farthest roller 11A is caused to run horizontally is that the weight ratio of the tray 10 supported by the auxiliary rollers 13 is smaller than the weight ratio of the horizontal roller 11 left in the cabin at the end.

For example, the weight balance of the front wheel side and the rear wheel side of the vehicle is 60: 40, if the weight ratio is 60% on the heavy component side and 40% on the light component side, the supported weight ratio is, for example, 15% on the

auxiliary roller

13 and 20% on the farthest roller 11A.

In order to ensure this relationship, it is preferable to make the diameter of the auxiliary roller 13 smaller than that of the farthest roller 11A or to set the support height thereof slightly above (5 to 10mm above) the farthest roller 11A.

Next, the farthest roller 11A and the auxiliary roller 13 on the left side of the tray 10 are completed in a horizontal row through the boundary portion B.

At this time, since the farthest roller 11A and the auxiliary roller 13 are respectively positioned at the ends in the width direction of the tray 10 on the opposite side of the housing rack 12, even if the cabin 3 is suddenly displaced upward due to a drastic reduction in the amount of extension of the rope member 2a, interference between the cabin 3 and the tray 10 can be avoided.

In fig. 12 and 13, the horizontal row to the right accommodating shelf 12 is shown, but the same applies to the horizontal row to the left accommodating shelf 12.

That is, as shown in fig. 10, the tray 10 running horizontally to the right side and the tray 10 running horizontally to the left side are opposite in the horizontal direction with respect to the position of the auxiliary roller 13.

Fig. 14 is an explanatory view of the present invention in a state of traversing from the accommodating shelf 12 to the cabin 3.

In the figure, (a) shows when the horizontal row starts, and (B) shows when the farthest roller 11A on the left side on the light component side (width side) passes through the boundary portion B.

The operations in fig. 14(a) to (B) are the same as those in fig. 7(a) to (B).

In fig. 14(B), since the horizontal rollers 11 of the tray 10 on the weight component side are placed on the mounting rails 12a, the auxiliary rollers 13 are slightly lifted from the upper rails 3a of the cabin.

Fig. 15 is a diagram of a fourth embodiment of the tray 10 of the present invention. In this figure, (A) is a plan view, (B) is a view from the B-B direction, and (C) is a view from the C-C direction.

In this example, the pair of horizontal rollers 11 for horizontal movement are provided in the front and rear (both longitudinal ends) of the tray 10, as in the third embodiment.

In fig. 15, the horizontal distance of the lateral rollers 11, that is, the difference Δ L between the horizontal distances of the lateral rollers 11 to the boundary portion B is set to be equal to or greater than a first threshold value in the front and rear of the vehicle.

In this example, the distances L1 and L2 between the horizontal rollers 11 may be the same before and after the tray 10, unlike the third embodiment.

In fig. 15 a, the light weight side of the vehicle (not shown) is placed on the upper side of the tray 10 in the figure, and the heavy weight side of the vehicle is placed on the lower side of the tray 10 in the figure.

In this example, the farthest roller 11A on the light weight side is located at the end in the width direction on the opposite side of the storage rack 12, and the auxiliary roller 13 on the heavy weight side is set so as to face the farthest roller 11A and so as to have the same lateral distance from the boundary B as the farthest roller 11A.

The other constitution is the same as that of the third embodiment.

In the case where the pallet 10 of fig. 15 is horizontally moved from the cabin 3 to the housing shelf 12, the horizontal rollers 11 on the heavy weight side of the pallet 10 can smoothly pass through the boundary portion B first, and then the horizontal rollers 11 on the light weight side can smoothly pass through the boundary portion B.

In addition, when only one of the transverse rollers 11 (i.e., the farthest roller 11A) is left in the cabin, the auxiliary roller 13 is also left on the opposite side in the longitudinal direction of the cabin, and therefore, the cabin 3 can be prevented from being popped up.

The same applies to the case where the pallet 10 in fig. 15 is moved laterally from the storage rack 12 to the cabin 3 as in fig. 14.

As described above, according to the second embodiment of the present invention, since the plurality of traverse rollers 11 for traverse are provided at both ends in the longitudinal direction of the tray 10, the traverse distance from the traverse roller 11 to the boundary portion B differs in the front and rear of the vehicle. The horizontal distance difference Δ L of the horizontal rollers 11 is equal to or greater than the first threshold value K1.

With this configuration, when the tray 10 is horizontally moved, a time difference corresponding to the horizontal distance difference Δ L of the horizontal rollers 11 is generated at the time when the vehicle crosses the boundary portion B in the front and rear direction.

In addition, according to the embodiment of the present invention, the tray 10 further includes the auxiliary roller 13, and the auxiliary roller 13 is provided on the opposite side in the longitudinal direction so as to face the traverse roller 11 (the farthest roller 11A) which is left in the cabin last when the carriage travels in the traverse direction to the housing rack 12.

With this configuration, when the pallet 10 is moved horizontally toward the housing rack 12 and only one of the horizontal rollers 11 is left in the cabin, the auxiliary roller 13 is also left on the opposite side in the longitudinal direction of the cabin, and therefore, the cabin 3 can be prevented from being popped up.

Next, when the transverse roller 11 (farthest roller 11A) and the auxiliary roller 13 which are left in the cabin last pass over the boundary portion B at the same time, all the transverse rollers 11 on the auxiliary roller side are placed on the accommodating frame 12. Accordingly, the last horizontal roller 11 (the farthest roller 11A) is made to travel horizontally at the same height as the tray support height of the storage rack 12, and the auxiliary roller 13 can travel horizontally without impact in a state of floating up from the tray support height of the storage rack 12.

Further, according to the embodiment of the present invention, the elevation control device 18 performs re-leveling R for elevating the cabin 3 in the lateral direction to correct the tray support height of the cabin 3 at the front and rear of the vehicle.

The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.

For example, in the above example, the mechanical parking device 100 is an elevator parking device, but the present invention is not limited thereto. For example, the present invention can be applied to other mechanical parking devices, automated warehouses, and the like as long as the cabin 3 is suspended from the rope member 2 and a tray on which wheels or goods are placed is moved transversely on the cabin.

Description of the symbols

B boundary part

Delta h step difference (difference of tray support height)

K1 first threshold

K2 second threshold

Δ L horizontal distance difference

R releveling layer

S tray support point

Δ t releveling time

1 Elevator type parking device

2 rope part

3 cabin

Track on 3a cabin

4 lifting mechanism

5-sheave driving device

6 driven pulley

7 drive sheave

8 balance weight

9 lifting path

10 tray

11 transverse roller

11A farthest roller

12 holding rack

12a frame rail

13 auxiliary roller

16 lifting driving device

16a motor

16b converter

16c pulse generator

18 lifting control device

18a memory device

18b arithmetic device

20 positioning part

22 position detection device

100 mechanical parking device (elevator parking device).

Claims

1. A mechanical parking device comprising a housing frame provided along an elevation path, a cabin suspended from a rope member and elevated in the elevation path, and an elevation control device for controlling the elevation of the rope member, wherein a tray is made to traverse across a boundary between the cabin and the housing frame,

a plurality of transverse rollers for transverse traveling are provided at both longitudinal ends of the tray or the cabin and the storage rack, the transverse traveling rollers have different transverse traveling distances to the boundary portion in the front and rear of the vehicle, and the difference in the horizontal distance is equal to or greater than a first threshold value,

the elevation control device performs re-leveling for elevating the cabin in a lateral direction to correct a tray support height of the cabin, in front of and behind the vehicle.

2. Mechanical parking device according to claim 1,

the elevation control device performs the re-leveling such that a difference between tray support heights of the cabin and the accommodating shelf is within a second threshold when each of tray support points at front and rear of the vehicle crosses the boundary portion.

3. The mechanical parking device according to claim 1, comprising:

a plurality of positioning members fixed to the front and rear of the lateral side of the lifting path in correspondence to the tray support height of the accommodating frame; and

a plurality of position detecting means provided in the cabin for detecting the positioning member and detecting a difference in height between the positioning member and the tray support,

the elevation control device performs the re-leveling at a re-leveling time after the tray support point on one side of the front and rear sides of the vehicle passes the boundary portion and before the tray support point on the other side passes the boundary portion.

4. Mechanical parking device according to claim 1,

the plurality of transverse rollers are arranged at the front and the rear of the tray,

the tray support point is the lower end of the cross roller,

the tray supporting point passes over the boundary portion when the traverse roller passes the boundary portion.

5. Mechanical parking device according to claim 1,

the plurality of transverse rollers are provided at both ends in the longitudinal direction of the cabin and the accommodating frame,

the tray support point is the upper end of the transverse roller,

the tray support points cross the boundary portion when they are reloaded between the cabin and the receiving rack.

6. Mechanical parking device according to claim 1,

the tray has a plurality of transverse rollers for transverse movement at both longitudinal ends thereof,

the position of the transverse direction of the transverse roller is different in the front and rear of the vehicle,

the tray further includes auxiliary rollers provided on the opposite side in the longitudinal direction so as to face the transverse rollers that are left in the cabin last when the transverse rollers go to the accommodating shelf.

7. Mechanical parking device according to claim 6,

the gondolas and the accommodating racks have respective upper gondolas rails and rack rails supporting the cross rollers in the cross,

the auxiliary roller is positioned right above the upper track or the frame track of the cabin.

8. The mechanical parking device according to claim 6, wherein the auxiliary roller and the traverse roller left in the cab last are respectively located at widthwise ends of the opposite sides of the housing rack of the traverse of the tray.