WO2000020708A1

WO2000020708A1 - Carriage for conveying motor vehicles in multistorey carparks

Info

Publication number: WO2000020708A1
Application number: PCT/EP1999/007337
Authority: WO
Inventors: Carlo Manzotti
Original assignee: Carlo Manzotti
Priority date: 1998-10-07
Filing date: 1999-10-04
Publication date: 2000-04-13
Also published as: IT1302622B1; AU5982799A; EP1119673B1; ES2176043T3; ATE216457T1; EP1119673A1; DE69901312T2; ITMI982160A1; DE69901312D1; PT1119673E

Abstract

A carriage (4) for conveying vehicles in multistorey carparks comprises a front module (7) and rear module (7') which are separable, provided with independant motor systems and can operate on the front (52) and rear wheels (55), respectively, of a vehicle (50) so as to be able to lift it and transport it from a platform (1) of a translator elevator (100) to a floor (101) of stalls or of the entrance-exit room of a multistorey car park and vice versa.

Description

CARRIAGE FOR CONVEYING MOTOR VEHICLES IN MULTISTOREY CARPARKS

DESCRIPTION

The present invention relates to a carriage for conveying motor vehicles in multistorey carparks.

As is known, a multistorey carpark with an automated parking system comprises a plurality of parking areas, which henceforth will be referred to as stalls, disposed on a plurality of levels. In order to move and support the vehicles a conveying system is provided that comprises a bridge crane or travelling lift horizontally moveable along the aisles existing between the various rows of stalls and provided with an elevating platform to carry the vehicles to the height of the various storeys. The platform is provided with suitable transportation systems able to remove the vehicle from the platform and position it in the stall and vice versa.

Said transportation systems according to the prior art normally have the so-called "comb" system comprising a carriage having comb ends able to slide in corresponding serrated grooves provided in the platform and on the floor of each stall. When the vehicle mounts the platform, it is centred by special devices in such a manner that the wheels are situated on the serrated grooves.

When the platform has arrived in proximity to the free stall, the carriage is lifted and its comb ends lift the wheels of the vehicle, then the carriage with the vehicle on it is carried into the stall; the carriage is then lowered causing its comb ends to slide in the serrated grooves of the floor of the stall so that the wheels of the vehicle rest on the floor and lastly the empty carriage returns onto the platform. The operation of removing the vehicle from the stall is performed in the opposite manner. Said system according to the prior art has various problems and drawbacks.

In fact all the floors of each stall must be modified to make the serrated openings therein that allow the comb ends of the carriage to pass. Furthermore vehicle centring means and carriage centring means must be provided and/or the comb ends of the carriage cannot engage with the corresponding serrated grooves provided in the floors and in the platform.

It is obvious that said vehicle conveying systems are extremely costly and complicated. The object of the invention is to eliminate said drawbacks by providing a carriage for conveying vehicles in multistorey carparks that is economical and of simple construction.

Another object of the present invention is to provide a carriage such as to allow modifications of the structure of the various floors of each stall to be avoided.

These objects are achieved according to the invention, with the characteristics listed in appended independent claim 1.

Preferred embodiments of the invention are apparent from the dependent claims.

The carriage for transferring vehicles in multistorey carparks according to the invention comprises two separate independently powered modules. Said modules take the front and rear wheels, respectively, of the vehicle which is lifted and pulled from the platform to the floor of the stall or vice versa.

When the vehicle has to enter the multistorey carpark, it is positioned in an entry room having an identical floor to that of the stalls of the carpark. When the vehicle has to be removed from the floor, the two modules, hooked to one another, pushed by their motor systems, move forward from the platform toward the floor until the front module reaches a position in which it is situated beneath the front wheels of the vehicle. At this point the front module, by suitable means, clamps the front wheels of the vehicle and is raised. Raising of the front module causes automatic release of the hook that retains the rear module. The rear module is then translated rearward, through the separate motor system, until the sensors detect the position of the rear wheels of the vehicle, then gripping means clamp and raise the rear wheels.

After the vehicle has been raised by the two modules, they pull the vehicle from the floor to the platform by means of their own motor systems. By suitable movements of the translator elevator, the platform is brought to coincide with the floor of a free stall, then the two modules pull the vehicle inside the stall, until a limit switch is reached which causes lowering of the two modules and release of the wheels on the floor. The rear carriage continues its stroke coming to rest against the front module, and by means of a rack system causes recoupling of the retaining hook of the two modules. Alternatively, rejoining of the modules can be obtained by making the front module retract towards the rear module. The two modules together return onto the platform and are ready to pick up another vehicle. It is obvious that the carriage according to the invention affords the basic advantage of not having to modify the structure of the floor of the various stalls. In fact, by sliding on special guides made in the platform and in the floors, the two modules of the carriage according to the invention can pick up the vehicle from the platform and carry it into the stall or vice versa, without the need to use the complex and costly "comb" system used in carriages of the prior art.

Further characteristics of the invention will be made clearer by the detailed description that follows, referring to an exemplary and non limiting embodiment thereof, illustrated in the appended drawings, in which:

Figure 1 is diagrammatic side elevation showing in part a translator elevator and some stalls of a multistorey carpark;

Figure 2 A is a plan view of the platform of the translator elevator in Figure 1 showing the carriage according to the invention, with the two modules hooked together;

Figure 2B is a longitudinal enlarged cross section of a hook for retaining the two modules of the carriage according to the invention;

Figure 3 A is a side elevation, partially in cross section, showing a vehicle positioned on a floor of a stall, and the carriage according to the invention in the working position;

Figure 3B is a plan view of the carriage on the floor of Figure 2 A;

Figure 4 is an enlarged plan view of the front module of the carriage according to the invention;

Figure 5 is an enlarged plan view of the rear module of the carriage according to the invention;

Figure 6 is a front view, partially in cross section, of the front module of the carriage in the lowered position;

Figure 7 is a view, like Figure 6, of the front module of the carriage, in the raised position; Figure 8 is an enlarged view, in cross section, of the front module of the carriage according to the invention;

Figure 9 is an enlarged view, in longitudinal section, of the rear module of the carriage according to the invention, with a detail circled and enlarged.

With reference to Figure 1, a translator elevator 100 comprises a carrying structure that can be translated horizontally along the aisles of a multistorey carpark, and a platform 1 that can be lowered and raised to carry a vehicle 50 on to a floor 101 of a stall 51 of the carpark.

With reference to Figure 2A, the platform 1 has a substantially rectangular shape and comprises two side tracks 2 on which the wheels of a vehicle can travel and a central channel 3 inside which a carriage 4 is positioned. The carriage 4 is free to slide in the channel 3 by means of wheels driven by motors and is guided by guide rollers 5 that roll on inner edges of the tracks 2.

The carriage 4 comprises two substantially symmetrical modules, a front module 7 and a rear module 7'. The two modules 7 and 7' are constrained to one another by means of two hooks 9. As better shown in Figure 2B, each hook 9 is hinged on the rear module T , has a retaining tooth 10 which retains the front module 7, and at the free end has a stopping base 11 which abuts to a supporting frame 12 of the front module 7. As better shown in Figure 4, the supporting frame 12 is frame-shaped and two pairs of bars 13 and 70 are hinged thereon. The two bars 13 are integral with two respective pinions 154 and the two bars 70 are integral with another two respective pinions 151.

A reduction motor 15 transmits linear motion to a slide 24 which has a pair of racks 152 that mesh with the respective pinions 154 setting them in rotation and thus allowing a rotation of the two bars 13 around their own fulcrum.

A reduction motor 71, independent from the reduction motor 15, transmits a linear motion to a slide 72. The slide 72 is integral with a pair of racks 153 that mesh with the respective pinions 151 setting them in rotation and thus allowing a rotation of the two bars 70 around their own fulcrum.

The slides 24 and 72 driven by their respective reduction motors 15 and 71 simultaneously move the two bars 70 and the two bars 13 in such a manner as to impart a rotation that brings them into a retracted position on the carriage and a protruding position outside the carriage and vice versa.

In one of the two bars 13 a rod 25 is provided which actuates a limit switch 202 which sends a control signal to the reduction motor 15 and in one of the bars 70 a rod 125 is provided which actuates a limit switch 302 which sends a control signal to the reduction motor 71. In this manner, when the rods 25 and 125 interfere with the front wheel 52 of the vehicle, the respective limit switch sensors 202 and 302 stop the respective reduction motors 15 and 71, stopping the rotation of the two pairs of bars 13 and 70.

The separate movement of the two pairs of bars 13 and 70 allows the vehicle to be picked up safely whether the carriage stops exactly level with the front axle of the vehicle or whether, by mistake, it makes the stop at a distance of several centimetres forward or rearward of the front axle of the vehicle.

The two pairs of bars 13 and 70, by performing a rotation of about 80°, can thus pass from an idle position with their axes substantially parallel to the longitudinal axis X of the carriage, to a working position (also shown in Figure 8) in which they protrude outwards, with their axes substantially at right angles to the axis X of the carriage and symmetrical to a transverse axis Y.

A reduction motor 16 sets in rotation a shaft 17 which drives two pinions 18 which engage in respective racks 200, integral with the front module 7, thus causing raising or lowering of the supporting frame 12. A reduction motor 20 sets in rotation a drive shaft 8 which transmits rotational motion to the front wheels 6 of the front module 7.

Figure 5 shows the rear module 7', in which like or similar elements to those already discussed with reference to the front module 7 have been indicated with the same reference numerals marked by a prime.

The rear module 7' comprises a supporting frame 12' on which two pairs of bars 13' and 70' are hinged. The two bars 13' are integral with two respective pinions 154' and the two bars 70' are integral with respective pinions 151 '. Two reduction motors 15' and 71' transmit linear motion to two respective slides 24' and 72'. The slide 24' has a pair of racks 152' that mesh with the two respective pinions 154' and the slide 72' has a pair of racks 153' that mesh with the respective pinions 151 '. By means of the rotation of the two pairs of pinions 154' and 151' rotation of the two pairs of bars 13' and 70' occurs, said bars passing from an idle position, retracted inward, to a working position, protruding outward with their axes parallel and symmetrical with respect to a transverse axis Y'.

In the module 7', sensor 201 able to detect the correct opening position of the bar 13' is situated near the fulcrum of one of the bars 13', in a position inclined about 30° with respect to the axis X. That is to say, when the bar 13' is at about 90° with respect to the axis X, the sensor 201 sends a control signal to the reduction motor 15' to stop rotation of the pair of bars 13'.

A reduction motor 16' sets in rotation a shaft 17' which drives two pinions 18' which cause raising or lowering of the supporting frame 12' by engaging with two racks 200'. A reduction motor 20' sets in rotation a drive shaft 8' which transmits a rotational movement to the rear wheels 6' of the rear module 7'.

In one of the two bars 13' is a rod 25' (more clearly visible in the detail of Figure 9) which actuates a limit switch 202' which sends a control signal to the reduction motor 20' to stop rotation of the wheels 6' of the rear module 7'. In one of the two bars 70' is a rod 125' which actuates a limit switch 302' which sends a control signal to the reduction motor 71 ' to stop rotation of the bars 70'.

A protrusion 21 is provided in the front end of the rear module 7' and is destined to engage with a respective recess 22 made in the front module 7 in order to obtain correct alignment of the two modules. Again in the front end of the rear module 7' two buffers 23 destined to abut against the rear end of the front module 7 are provided, in order to facilitate coupling and detachment of the two modules when the hooks 9 are opened.

Again in the front end of the rear module 7', a limit switch 400 destined to come into contact with a cam 401 situated in the rear end of the front module 7 is provided. The limit switch 400, when it interferes with the cam 401, sends a control signal to the reduction motor 20', blocking rotation of the wheels 6' and thus forward travel of the rear carriage 7'.

Operation of the carriage 4 according to the invention will now be described.

As shown in Figure 1, in an initial situation the carriage 4 is situated on the platform 1 with the two modules 7 and 7' coupled. The pairs of bars 13, 70, 13' and 70' are in the idle position and the vehicle 50 is on the floor 101 of a stall or of the entry room. The floor 101 has a substantially similar configuration to that of the platform 1. The floor 101 (Figure 3B) comprises two side tracks 102 and a central channel 103 of the same width as the channel 3 of the platform 1. When the vehicle 50 is on the floor 101 in the correct picking up position, the front wheels 52 thereof are disposed in a cradle 53 (Figure 1) situated on the tracks of the floor.

When the platform 1 is situated at the level of the floor 101, operation of the motors 20, 20' causes rotation of the pairs of drive wheels 6, 6' of the carriage 4 which moves forward from the platform 1 toward the floor 101, until it stops with the transverse axis Y of the front module 7 level with the axle of the front wheel 52 of the vehicle 50.

By means of operation of the reduction motors 15 and 71, the two pairs of bars 13 and 70 of the front module 7 are brought into the working position beneath the front wheels 52 of the vehicle 50. Rotation of the bars 13 and 70 stops when the respective rods 25 and 125 meet the front wheel 52 (Figure 6). The bars 13' of the rear module 7' are simultaneously brought into the working position, and are then stopped by the limit switch sensor 201 when they reach an opening of about 90° with respect to the axis X.

By means of operation of the reduction motor 16 the frame 12 of the front module 7 is raised (Figure 7), in such a manner that the two pairs of bars 13 and 70 raise the front wheels 52 of the vehicle. When the frame 12 is raised (Figure 2B) it comes to rest against the stopping faces 11 of the hooks 9 causing raising of the stopping tooth 10 and therefore disengagement of the hooks 9.

At this point the reduction motor 20' is actuated in reverse which causes retraction of the rear module 7' which detaches from the front module 7'. The rear module 7' continues its stroke until the rod 25' of the bar 13' detects the rear wheel 55 of the vehicle 50 and actuates the limit switch 202' which sends a control signal to the motor 20' which stops the wheels 6' causing stopping of the rear module 7'.

Thus the two bars 13' are situated in the working position beneath the two rear wheels 55 of the vehicle 50 and the reduction motor 71' can therefore drive the slide 72' which, by means of its racks 153', causes rotation of the pair of pinions 151' integral with the pair of bars 70'. The pair of bars 70' stop their stroke when the lever 125' finds the rear wheel 55 of the vehicle and actuates the limit switch 302' which sends a control signal to the reduction motor 71 ', stopping it. At this point (Figg. 3 A and 3B) the reduction motor 16' causes raising of the frame 12', therefore the rear wheels of the vehicle are raised by the two pairs of bars 13' and 70'. Now the vehicle 50 is completely raised by the two modules 7 and 7', then the two reduction motors 20 and 20' are operated, setting the respective wheels 6, 6' in rotation, and causing rearward movement of the two modules 7, 7', with the vehicle thereon, toward the platform 1.

The platform 1 is brought level with the floor of the exit room or of one of the stalls and the reduction motors 20, 20' are operated, making the two modules 7, 7' that support the vehicle 50 move forward toward the floor. The front module stops level with the stop of the floor and the reduction motors 16, 16', are operated causing lowering of the frames 12, 12' and thus the wheels of the vehicle rest on the tracks of the floor.

At this point reduction motors 15, 15', 71 and 71 ' are operated, causing retraction of the respective pairs of bars 13, 13', 70 and 70', and then the motor 20' which causes the rear module 7' to move forward to bring it up against the front module 7 is operated. When the limit switch 400 of the rear module 7' encounters the cam 401 of the front module 7 a control signal is sent to the reduction motor 20' which stops, stopping the wheels 6' and thus forward movement of the rear module 7'. Alternatively the motor 20 makes the front module 7 move rearward until it comes up against the rear module 7'.

As shown in Figure 2B, the rear end edge 60 of the front module 7 comes against the external arched surface of the stop tooth 10 of the of the hook 9 causing raising of the hook 9 and snap closure thereof in order to couple the two modules 7 and 7'. By operating the motors 20, 20' the carriage 4 formed by the two coupled modules 7, 7' returns onto the platform 1, ready to perform another operation.

Claims

1. A carriage (4) for conveying vehicles (50) in multistorey carparks, moveable on wheels to be positioned under the vehicle, lift it, translate it to bring it to the desired point and then lower it, characterized in that it comprises at least two separable, independently powered modules (7, 7'), said modules (7, 7') operating on the front (52) and rear wheels (55) of the vehicle, respectively.

2. A carriage according to claim 1, characterized in that said modules (7, 7') comprise a front module (7) and a rear module (7') joined to one another by means of at least one hook (9).

3. A carriage according to claim 2, characterized in that said at least one hook (9) is pivoted on the the rear module (7), has a retaining tooth (10) that locks the front module and a stopping surface (11) that abuts to a supporting frame (12) of the front module (7) so that raising of said supporting frame (12) causes release of said at least one hook (9).

4. A carriage according to claim 3, characterized in that said retaining tooth (10) has an outer surface arched like a cam so that when the supporting frame (12) of the front module (7) comes up against said cam surface it causes raising of at least one hook (9) and thus, as a consequence, locking of the two modules (7, 7').

5. A carriage according to claim 1, characterized in that provided between said two modules (7, 7') are centring means (22, 21) and elastic means that engage reciprocally to ensure correct centring of said modules (7, 7') when they are joined.

6. A carriage according to claim 1, characterized in that provided between said two modules (7, 7') are elastic means (23) able to facilitate separation thereof when they are to be uncoupled.

7. A carriage according to claim 1, characterized in that said at least two modules (7, 7') comprise a respective motor system (20, 20') that drives the respective drive wheels

(6, 6') of the front (7) and rear module (7').

8. A carriage according to claim 1, characterized in that said modules (7, 7') comprise respective suppporting frames (12, 12') which support means (13, 70, 13', 70') for lifting the wheels of a vehicle, said supporting frames (12, 12') being operable independently.

9. A carriage according to claim 8, characterized in that said supporting frames (12, 12') are raised or lowered by means of two respective motors (16, 16') which set in rotation respective shafts (17, 17') carrying respective pinions (18, 18') engaging with respective racks (200, 200') integral with the corresponding modules (7, 7').

10. A carriage according to claim 8 or 9, characterized in that said means for lifting the wheels of the vehicle comprise four pairs of bars (13, 70, 13', 70') pivoted on said supporting frames (12, 12') that can be operated rotatably around their own fulcra by means of respective geared mechanisms (24, 72, 24', 72') operated by respective reduction motors (15, 71, 15', 71') so that said bars (13, 70, 13', 70') can pass independently from an idle position retracted along the carrriage (4) to a working position protruding outward from the carriage (4).

11. A carriage according to claim 10, characterized in that said geared mechanisms comprise linearly movable slides (24, 72, 24', 72') and each slide comprises a respective pair of racks (152, 153, 152', 153') that can engage with respective pinions (154, 151, 154', 151') integral with the respective lifting bars (13, 70, 13', 70').

12. A carriage according to any one of the preceding claims characterized in that said two modules (7, 7') are provided with detection means (25, 202, 125, 302, 25', 202',

125', 302') able to detect the position of the front (52) and/or rear wheels (55) of the vehicle (50).

13. A carriage according to claim 12, characterized in that said detector means are racks (25, 125, 25', 125') mounted in at least one bar of each pair of lifting bars (13, 13',

70, 70'), said rods (25, 125, 25', 125') acting on respective limit switches (202, 302, 202', 302') respectively operating the reduction motors (15, 71, 20', 71') to stop rotation of said pairs of bars (13, 70, 70') and rotation of the wheels (6') of the rear module (7').

14. A carriage according to any one of claims 10 to 13, characterized in that provided in said rear module (7') is a sensor (201) able to detect when the pair of front bars (13') is in the working position with an angle of about 90° with respect to an axis X of the module (7'), said sensor (201) being connected to said reduction motor (15') to stop rotation of said bars (13').

15. A carriage according to any one of the preceding calims, characterized in that each floor (101) of the stalls or of the entrance/exit room of the multistorey carpark is provided with at least one stop (53) placed under the front wheels (52) and/or the rear wheels (55) of the vehicle (50) able to stop at least one module (7, 7') in the correct position under the front (52) and/or rear wheels (55) of the vehicle.