U.S. patent application number 12/189073 was filed with the patent office on 2010-02-11 for automated vehicle alignment and parking system.
Invention is credited to Rene Buelna, JR., David John Reiniger.
Application Number | 20100034626 12/189073 |
Document ID | / |
Family ID | 41653105 |
Filed Date | 2010-02-11 |
United States Patent
Application |
20100034626 |
Kind Code |
A1 |
Reiniger; David John ; et
al. |
February 11, 2010 |
AUTOMATED VEHICLE ALIGNMENT AND PARKING SYSTEM
Abstract
A vehicle alignment system including a vehicle alignment base
configured to support a vehicle upon entry into the vehicle parking
system, the vehicle defining a longitudinal vehicle centerline. A
module track is connected to the vehicle alignment base and defines
a longitudinal alignment axis. The vehicle is disposable on the
entry module track for translational movement along the
longitudinal alignment axis. The vehicle alignment system further
includes a vehicle sensor configured to detect the position of the
vehicle relative to the longitudinal alignment axis. A vehicle
alignment member is connected to the vehicle alignment base and is
engageable with at least one pair of vehicle wheels. The vehicle
alignment member is moveable relative to vehicle alignment base and
substantially stationary relative to the vehicle to move the
vehicle relative to the vehicle alignment base to dispose the
longitudinal vehicle centerline substantially parallel to the
longitudinal alignment axis.
Inventors: |
Reiniger; David John;
(Garden Grove, CA) ; Buelna, JR.; Rene; (Pinon
Hills, CA) |
Correspondence
Address: |
STETINA BRUNDA GARRED & BRUCKER
75 ENTERPRISE, SUITE 250
ALISO VIEJO
CA
92656
US
|
Family ID: |
41653105 |
Appl. No.: |
12/189073 |
Filed: |
August 8, 2008 |
Current U.S.
Class: |
414/253 |
Current CPC
Class: |
E04H 6/183 20130101 |
Class at
Publication: |
414/253 |
International
Class: |
E04H 6/12 20060101
E04H006/12 |
Claims
1. A vehicle alignment system for aligning a vehicle with a vehicle
parking system, the vehicle defining a longitudinal vehicle
centerline, the vehicle including two pair of vehicle wheels, each
pair of vehicle wheels including one wheel disposed on a respective
side of the longitudinal vehicle centerline, the vehicle alignment
system including: a vehicle alignment base configured to support a
vehicle upon entry of the vehicle into the vehicle parking system;
a module track connected to the vehicle alignment base, the module
track defining a longitudinal alignment axis, the vehicle being
disposable on the module track for translational movement along the
longitudinal alignment axis; a vehicle sensor configured to detect
position of the vehicle relative to the longitudinal alignment
axis; and a vehicle alignment member connected to the vehicle
alignment base, the vehicle alignment member being engageable with
at least one pair of vehicle wheels, the vehicle alignment member
being moveable relative to vehicle alignment base and substantially
stationary relative to the vehicle to move the vehicle relative to
the vehicle alignment base to dispose the longitudinal vehicle
centerline substantially parallel to the longitudinal alignment
axis.
2. The vehicle alignment system of claim 1, wherein the vehicle
alignment member includes a rotating belt.
3. The vehicle alignment system of claim 2, wherein the rotating
belt is rotatable in a direction being substantially orthogonal to
the longitudinal alignment axis.
4. The vehicle alignment system of claim 2, wherein the vehicle
alignment member includes a plurality of rotating belts, each
rotating belt being engageable with a respective one of the vehicle
wheels.
5. The vehicle alignment system of claim 1 wherein the vehicle
sensor employs sonar technology.
6. The vehicle alignment system of claim 1 further including a pair
of sleds connected to the entry module track, each sled being
translatable along the entry module track to be disposable between
a respective pair of vehicle wheels, each sled including: a sled
body; a hydraulic lifting device connected to the sled, the lifting
device including a hydraulic piston and a lifting arm coupled to
the hydraulic piston, the lifting arm being moveable between a
stowed configuration and a deployed configuration, the lifting arm
being configured to lift and support a respective vehicle wheel
when the respective pair of arms is in the deployed configuration;
and a sled movement member connected to the sled and in operative
communication with the sensor, the sled movement member being
operative to move the sled member in response to receipt of the
sled positioning signal.
7. The hydraulic vehicle transporting device as recited in claim 6,
wherein each sled member includes a hydraulic drive member in
operative communication with the sled movement member, the
hydraulic drive member being configured to provide power to drive
the sled movement member.
8. The vehicle transporting device as recited in claim 6, wherein
each hydraulic lifting device includes two pair of arms, each pair
of arms being moveable between a stowed configuration and a
deployed configuration, a respective pair of the two pair of arms
being configured to lift and support a respective vehicle wheel
when the respective pair of arms is in the deployed
configuration.
9. The vehicle alignment system of claim 6, wherein the vehicle
sensor includes a pair of vehicle sensors, each vehicle sensor
being mounted on a respective one of the pair of sleds.
10. A rotatable trolley for a vehicle parking system, the rotatable
trolley including: a lower trolley frame; an upper trolley frame
configured to support a vehicle; and a rotating element connected
to the upper trolley frame, the rotating element configured to
rotate the upper trolley frame 180.degree. degrees relative to the
lower trolley frame.
11. The rotatable trolley recited in claim 10 wherein the vehicle
support member includes: a trolley track connected to the upper
trolley frame; and a vehicle movement member translatably connected
to the trolley track, the vehicle movement member configured to be
engageable with a vehicle for purposes of lifting the vehicle.
12. The rotatable trolley recited in claim 11 wherein the vehicle
movement member includes a pair of sleds translatable along the
trolley track, each sled including a plurality of lifting arms for
lifting a pair of vehicle wheels.
13. A wireless control system for a vehicle parking system having
multiple parking levels, each parking level including at least one
sled-trolley assembly including a sled configured to lift and
transport a vehicle, and a trolley configured to transport the
sled, each sled including a sled operational control mechanism and
each trolley including a trolley operational control mechanism, the
wireless control system including: a central control unit
configured to generate trolley operational commands and sled
operational commands; a central transmitter in electrical
communication with the central control unit, the central
transmitter being operative to transmit the trolley position
commands and the sled position commands; a plurality of trolley
control receivers, each trolley control receiver being connectable
to a respective trolley and in wireless communication with the
central transmitter to receive the trolley operational commands,
each trolley control receiver being electrically communicable with
the respective trolley operational control mechanism to relay the
trolley operational commands thereto; and a plurality of sled
control receivers, each sled control receiver being connectable to
a respective sled and in wireless communication with the central
transmitter to receive the sled operational commands, each sled
control receiver being electrically communicable with the
respective sled operational control mechanism to relay the sled
operational commands thereto.
14. The wireless control system recited in claim 13 further
comprising a plurality of sled operations transmitters, each sled
operations transmitter being communicable with the respective sled
operational control mechanism to receive sled operational and
position data therefrom, each sled operations transmitter being in
wireless communication with the central control unit to communicate
the sled operational and position data thereto.
15. The wireless control system recited in claim 13 further
comprising a plurality of trolley operations transmitters, each
trolley operations transmitter being communicable with the
respective trolley operational control mechanism to receive trolley
operational and position data therefrom, each trolley operations
transmitter being in wireless communication with the central
control unit to communicate the trolley operational and position
data thereto.
16. The wireless control system recited in claim 13, wherein the
trolley control receivers located on a common parking level
wirelessly communicate with central transmitter over a common
frequency.
17. The wireless control system recited in claim 13, wherein the
trolley control receivers located on different parking levels
wirelessly communicate with the central transmitter over different
frequencies.
18. The wireless control system recited in claim 13, wherein the
sled control receivers located on a common parking level wirelessly
communicate with central transmitter over a common frequency.
19. The wireless control system recited in claim 13, wherein the
sled control receivers located on different parking levels
wirelessly communicate with the central transmitter over different
frequencies.
20. The wireless control system recited in claim 13 further
including a vehicle sensor for sensing vehicle position relative to
the sled.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] Not Applicable
STATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT
[0002] Not Applicable
BACKGROUND
[0003] 1. Field of the Invention
[0004] The present invention relates generally to a parking system,
and more specifically to an improved automated parking system
directed toward increasing the parking efficiency within a parking
structure.
[0005] 2. Description of the Prior Art
[0006] Finding a parking spot in a high density area can be
difficult. Once a driver locates a parking structure, the driver
may drive through the parking structure looking for a spot. During
peak hours, there may be very few parking spots available. As such,
considerable time and energy may be expended during this
process.
[0007] In view of the foregoing, several prior art parking systems
have been developed to alleviate the process of finding a parking
spot within a parking structure. For instance, many prior art
parking systems include a moveable car transport carrier which
picks up a vehicle at a drop off location and parks the vehicle in
an available parking spot. In most parking systems, the transport
carrier includes a plurality of support arms which lift the car
during transport. Furthermore, many parking structures include
parking spots on multiple levels or floors. Therefore, the
transport carrier is generally capable of movement in both
horizontal and vertical directions.
[0008] Prior to vehicle movement, the vehicle is typically aligned
with the transport carrier. Many prior art transport carriers
include a detection switch on the support arms to detect the
presence of the vehicle when the transport carrier is adjacent the
vehicle. Once aligned, the transport carrier lifts the vehicle for
movement to the available parking spot.
[0009] To move in the horizontal direction, the transport carrier
is typically fitted with wheels to facilitate horizontal movement.
In addition, the distal portion of each support arm may include
wheels to support the weight of the vehicle. A common problem
encountered during vehicle transport is slippage of the drive
wheels connected to the transport carrier. Slippage of the drive
wheels causes rough movement of the vehicle and slows the
efficiency of the process.
[0010] Vertical movement of the vehicle is generally achieved with
the assistance of a lift. The lift typically includes a metal chain
to raise and lower the lift. However, as the weight of the vehicle
is loaded onto the lift, the chain stretches, which causes
inaccuracy in the vertical movement.
[0011] When the vehicle reaches the available parking spot, the
transport carrier lowers the car into the parking spot, and returns
to the drop off point to pick up another car. The parking structure
is typically configured to allow for single-bay parking. In other
words, cars cannot be parked end-to-end within a parking bay (i.e.,
double-bay parking). This decreases the efficiency of the space
located within the parking structure.
[0012] When the driver is ready to pick up his car, the transport
carrier picks up the vehicle from the parking spot and brings it to
a pick up point.
[0013] Therefore, as is apparent from the foregoing, there is a
need in the art for an improved parking system. The present
invention addresses this particular need, as will be discussed in
more detail below.
BRIEF SUMMARY
[0014] The invention generally includes an autonomous vehicle
parking system for parking vehicles in a safe and efficient manner.
The invention employs robotic technology to move the vehicle from a
designated drop-off spot to an available parking spot. Upon the
driver's return to the parking structure, the vehicle parking
system automatically retrieves the vehicle and returns the vehicle
to the driver.
[0015] According to one aspect of the invention, a vehicle
alignment system is provided for aligning a vehicle with a vehicle
parking system. The vehicle defines a longitudinal vehicle
centerline and includes two pair of vehicle wheels. Each pair of
vehicle wheels includes one wheel disposed on a respective side of
the longitudinal vehicle centerline. The vehicle alignment system
includes a vehicle alignment base configured to support a vehicle
upon entry of the vehicle into the vehicle parking system. A module
track is connected to the vehicle alignment base. The module track
defines a longitudinal alignment axis. The vehicle is disposable on
the entry module track for translational movement along the
longitudinal alignment axis. The vehicle alignment system further
includes a vehicle sensor configured to detect the position of the
vehicle relative to the longitudinal alignment axis. A vehicle
alignment member is connected to the vehicle alignment base and is
engageable with at least one pair of vehicle wheels. The vehicle
alignment member is moveable relative to vehicle alignment base and
substantially stationary relative to the vehicle to move the
vehicle relative to the vehicle alignment base to dispose the
longitudinal vehicle centerline substantially parallel to the
longitudinal alignment axis.
[0016] According to another aspect of the invention, there is
provided a rotatable trolley for a vehicle parking system. The
rotatable trolley includes a lower trolley frame and an upper
trolley frame. A vehicle support member is connected to the upper
trolley frame and is sized and configured to support a vehicle. A
rotating element is connected to the vehicle support member. The
rotating element is configured to rotate the vehicle support member
180.degree. degrees relative to the lower trolley frame.
[0017] Other aspects of the present invention are directed toward a
wireless control system for a vehicle parking system having
multiple parking levels. Each parking level includes at least one
sled-trolley assembly including a sled configured to lift and
transport a vehicle, and a trolley configured to transport the
sled. Each sled includes a sled operational control mechanism for
controlling operation of the sled and each trolley including a
trolley operational control mechanism for controlling operation of
the trolley. The wireless control system includes a central control
unit configured to generate trolley operational commands and sled
operational commands. A central transmitter is in electrical
communication with the central control unit. The central
transmitter is operative to transmit the trolley position commands
and the trolley position commands. The wireless control system
further includes a plurality of trolley control receivers. Each
trolley control receiver is connectable to a respective trolley and
in wireless communication with the central transmitter to receive
the trolley operational commands. Each trolley control receiver is
electrically communicable with the respective trolley operational
control mechanism to relay the trolley operational commands
thereto. The wireless control system additionally includes a
plurality of sled control receivers. Each sled control receiver is
connectable to a respective trolley sled and is in wireless
communication with the central transmitter to receive the sled
operational commands. Each sled control receiver is electrically
communicable with the respective sled operational control mechanism
to relay the sled operational commands thereto.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] These and other features and advantages of the various
embodiments disclosed herein will be better understood with respect
to the following description and drawings, in which like numbers
refer to like parts throughout, and in which:
[0019] FIG. 1 is an upper perspective view of a parking structure
employing a vehicle parking system, the parking structure having
multiple parking levels;
[0020] FIG. 2 is an upper perspective view of a vehicle alignment
system disposed within an entry-exit module of the parking
structure;
[0021] FIG. 3 is a exploded perspective view of the entry-exit
module depicted in FIG. 2;
[0022] FIG. 4 is a top elevation view of a vehicle alignment base
and vehicle alignment members disposed within the entry-exit module
shown in FIGS. 2 and 3;
[0023] FIG. 5 is a side view of the vehicle alignment base and
vehicle alignment members illustrated in FIG. 4;
[0024] FIG. 6 is a sectional view along line A-A of FIG. 4 showing
the vehicle alignment base and a driver side front alignment belt
and a passenger side front alignment belt;
[0025] FIG. 7 is an upper perspective view of a front alignment
belt;
[0026] FIG. 8 is an upper perspective view of a rear alignment
belt;
[0027] FIG. 9 is a perspective view of a trolley having a trolley
track with a pair of sleds disposed on the trolley track, the
trolley track being aligned with the module track to allow the
sleds to enter the entry-exit module to engage with the
vehicle;
[0028] FIG. 10 is an end view of the vehicle in the entry-exit
module with the pair of sleds disposed under the vehicle, the sleds
having support arms in a deployed position to engage with a
respective vehicle wheel to lift the vehicle;
[0029] FIG. 11 is an upper perspective view of a sled having a
lifting device and a sled movement member, the lifting device
including a plurality of lifting arms, and the sled movement member
including a plurality of wheels;
[0030] FIG. 12 is a top elevation view of the sled depicted in FIG.
11;
[0031] FIG. 13 is a side elevation view of the sled depicted in
FIG. 12;
[0032] FIG. 14 is an end view of the sled depicted in FIG. 13;
[0033] FIG. 15 is a perspective view from inside of the entry-exit
module of the vehicle lifted by the sleds, disposed on the trolley
within a trolley corridor, the vehicle having exited the entry-exit
module for movement toward an assigned parking spot;
[0034] FIG. 16 is a perspective view from the trolley corridor of
the vehicle on the trolley illustrated in FIG. 15;
[0035] FIG. 17 is an upper perspective view of the trolley;
[0036] FIG. 18 is an end elevation view of the trolley depicted in
FIG. 17;
[0037] FIG. 19 is a top elevation view of the trolley;
[0038] FIG. 20 is a side elevation view of the trolley depicted in
FIG. 19;
[0039] FIG. 21 is an upper perspective view of a first
electro-hydraulic reel and a first electro-hydraulic gear of an
electro-hydraulic gear assembly;
[0040] FIG. 22 is a top elevation view of the first
electro-hydraulic reel and the first electro-hydraulic gear
depicted in FIG. 21;
[0041] FIG. 23 is a sectional view of the first electro-hydraulic
reel along line A-A illustrated in FIG. 22;
[0042] FIG. 24 is an enlarged view of the first electro-hydraulic
reel depicted in FIG. 23;
[0043] FIG. 25 is a lower perspective view of the first
electro-hydraulic reel and a first electro-hydraulic gear of an
electro-hydraulic gear assembly;
[0044] FIG. 26 is a bottom elevation view of the first
electro-hydraulic reel and the first electro-hydraulic gear
depicted in FIG. 25;
[0045] FIG. 27 is a sectional view of the first electro-hydraulic
reel along line A-A illustrated in FIG. 26;
[0046] FIG. 28 is an enlarged view of the first electro-hydraulic
reel depicted in FIG. 27;
[0047] FIG. 29 is a perspective view of the vehicle being
vertically transported within the vehicle parking system;
[0048] FIG. 30 is a perspective view of the trolley aligning with
an assigned vehicle parking spot, the parking spot having a parking
spot track;
[0049] FIG. 31 is a top elevation view of the trolley aligned with
a vehicle lift having a lift track;
[0050] FIG. 32 is a side elevation view of the vehicle lift
illustrated in FIG. 31;
[0051] FIG. 33 is an end elevation view of the vehicle lift
illustrate in FIG. 32;
[0052] FIG. 34 is a perspective view of a vehicle about to enter
the assigned parking spot;
[0053] FIG. 35 is a perspective view of the vehicle illustrated in
FIG. 34 disposed within the assigned parking spot;
[0054] FIG. 36 is a perspective view of the vehicle illustrated in
FIG. 35 depicted from a lower perspective relative to FIG. 35;
[0055] FIG. 37 is a perspective view of the sleds returning to the
trolley after lowering the car in the assigned parking spot;
[0056] FIG. 38 is a perspective view of the sleds returned to the
trolley;
[0057] FIG. 39 is a side elevation view of a trolley having a
rotating element for rotating a vehicle 180 degrees;
[0058] FIG. 40 is a driver at a ticketing station;
[0059] FIGS. 41-43 illustrate a flow chart of the steps of parking
the vehicle;
[0060] FIGS. 43-46 illustrate a flow chart of the steps of
retrieving the vehicle;
[0061] FIG. 47 is a schematic diagram of a wireless communication
system for the vehicle parking system; and
[0062] FIG. 48 is a schematic diagram illustrating the use of level
specific communication frequencies.
DETAILED DESCRIPTION
[0063] Referring now to the drawings, wherein the showings are for
purposes of illustrating a preferred embodiment of the present
invention only, and not for purposes of limiting the same, FIGS.
1-45 illustrate a parking system constructed in accordance with an
embodiment of the present invention. Various aspects of the present
invention are directed toward a parking system employing automated
robotic technology to park a vehicle 12 within a parking structure
10 independent of driver control. In this manner, vehicle parking
is done in an efficient manner to minimize the time and hassle
associated with finding a parking spot.
[0064] When a driver 2 desires to park his vehicle 12, the driver 2
approaches the parking structure 10. The parking structure 10
includes an entry-exit module 16 having a module housing 18. The
driver 2 drives into entry-exit module 16. In one embodiment, the
entry-exit module 16 includes a street-facing entry 30 having a
street-facing door 31 which opens as the driver 2 approaches the
entry-exit module 16. The entry-exit module 16 may include markings
26 on the ground, audio signals, as well as signage, markings or
lights on the walls to guide the driver 2 into an appropriate
drop-off point.
[0065] Once the driver 2 reaches the drop-off point, the driver 2
turns the vehicle 2 off, exits the vehicle 2 and exits the
entry-exit module 16. Once the driver 2 leaves the entry-exit
module 16, the parking system may initiate parking the vehicle. The
parking process may be initiated by the driver 2 taking a parking
receipt from a ticket machine 104. After the driver 2 has left the
entry-exit module 16, the street-facing door 31 may close to
restrict entry into the entry-exit module 16 while the vehicle 2 is
being transported. Once the street-facing door 31 is closed, a
motion detection system 25 may scan the entry-exit module 16 to
ensure no one is present within the entry-exit module 16.
[0066] After it is determined that no one is in the entry-exit
module 16, a garage-facing door 33 disposed within a garage facing
entry 32 may open to allow the parking system to pick up the
vehicle 12. More specifically, a pair of sleds 52 enters the
entry-exit module 16 to pick up the vehicle 12. The sleds 52 move
along a module track 22 disposed within the entry-exit module 16.
The module track 22 includes a pair of module track rails 24 which
define a longitudinal alignment axis 28. Each sled 52 may be
independently moveable along the module track 22 to engage and lift
a respective portion of the vehicle 12. In one embodiment, each
sled 52 includes a sled movement member 58, such as a plurality of
wheels 60 connected thereto for movement along the track 22.
However, other movement members 58 known by those skilled in the
art may be used without departing from the spirit and scope of the
present invention.
[0067] According to one embodiment, each sled 52 includes a
hydraulic sled drive system for driving the sled 52. Many prior art
parking systems included an electrically driven sled which resulted
in a larger and bulkier sled. The hydraulically driven sleds 52
include a smaller profile. In this regard, less space is occupied
by the sleds 52 which allows for more parking space.
[0068] Each sled 52 includes a vehicle sensor 55 which senses the
presence and location of the vehicle 12 within the entry-exit
module 16. In one embodiment, the vehicle sensor 55 is a
non-contact sensor employing sonar technology to determine the
location of the vehicle 12 relative to the sled 52. The vehicle
sensors 12 may be used to dispose the sleds 52 between the vehicle
wheels 13. For instance, one sled 52 may be disposed between the
front pair of vehicle wheels 13, while the other sled 52 may be
disposed between the rear pair of vehicle wheels 13. In this
manner, the sled 52 that is first to enter the entry-exit module 16
may be programmed to ignore detection of the first pair of vehicle
wheels 13 (i.e., the front wheels) and continue until it detects
the location of the second pair of vehicle wheels 13 (i.e., the
rear wheels). Once the sleds 52 detect the presence of the vehicle
wheels 13, the respective sleds 52 position themselves along the
module track 22 adjacent the respective pair of vehicle wheels
13.
[0069] However, prior to engagement with the vehicle 12, one
embodiment of the parking system includes a vehicle alignment
system 14 configured to align the vehicle 12 with the sleds 52. The
vehicle 12 defines a longitudinal vehicle centerline 21. The
vehicle 12 may also define a wheel axis 15 extending between the
front wheels 13. In many cases, when the wheels 12 are oriented to
move the vehicle 12 in a substantially straight manner, the wheel
axis 15 is substantially orthogonal to the longitudinal vehicle
centerline 21. However, it is understood that when the wheels 13
are turned, the wheel axis 15 may be disposed in a non-orthogonal
disposition relative to the centerline 21.
[0070] In order to align the vehicle 12, the vehicle centerline 21
is moved into a substantially parallel position relative to the
longitudinal alignment axis 28. By aligning the vehicle 12 with the
sleds 52, the vehicles 12 may be parked in a more efficient manner.
In other words, the vehicles 12 may be centered with the parking
spot, as opposed to being offset from the parking spot, which would
reduce the amount of space available for parking additional
vehicles 12.
[0071] The vehicle sensors 55 may communicate the position of the
vehicle 12 to a central control unit 110. In particular, the
position of each wheel 13 relative to the sleds 52 may be
communicated in order to determine how far the vehicle 12 must be
moved to bring the vehicle 12 into alignment with the longitudinal
alignment axis 28.
[0072] Once the vehicle position is determined, the vehicle 12 may
be moved into alignment with the longitudinal alignment axis 28.
According to one embodiment, the entry-exit module 16 includes one
or more vehicle alignment members 34, such as vehicle alignment
belts 36, 38, 40, 42 disposed within the vehicle alignment base 20
of the entry-exit module 16. In particular, the entry-exit module
16 may include a passenger side front alignment belt 36 positioned
to engage with the front passenger side wheel 13, a driver side
front alignment belt 38 positioned to engage with the front driver
side wheel 13, a driver side rear alignment belt 38 positioned to
engage with the rear driver side rear wheel 13, and a passenger
side rear alignment belt 42 positioned to engage with the rear
passenger side wheel 13. The vehicle alignment belts 36, 38, 40, 42
are configured to move the vehicle into alignment with the sleds
52, as described above. In this manner, the vehicle alignment belts
36, 38, 40, 42 move in a direction that is substantially
perpendicular to the longitudinal sled track axis.
[0073] The vehicle alignment belts 36, 38, 40, 42 may be large
enough so that when the driver 2 drives the vehicle 12 into the
entry-exit module 16, the vehicle wheels 13 are easily positioned
on the vehicle alignment belts 36, 38, 40, 42 so that when the
belts 36, 38, 40, 42 move, the vehicle 12 also moves. For instance,
the rear vehicle alignment belts 40, 42 depicted in the drawings
are larger than the front vehicle alignment belts 36, 38 to
accommodate vehicles 12 that vary in length. The vehicle alignment
belts 36, 38, 40, 42 may move both the front and rear wheels 13 to
bring the vehicle 12 into alignment with the module track 22. In
this manner, the belts 36, 38, 40, 42 are moveable relative to the
vehicle alignment base 20 and stationary relative to the vehicle 12
to move the vehicle 12 relative to the vehicle alignment base
20.
[0074] Once the vehicle 12 is aligned with the sleds 52, the sleds
52 engage with the vehicle 12. Each sled 52 engages with a
respective pair of vehicle wheels 13 for purposes of lifting the
vehicle 12. To this end, each sled 52 includes a lifting device 64
configured to lift and support a portion of the vehicle 13. In the
embodiments illustrated in the drawings, each sled 52 includes a
pair of lifting arms 54 connected to a sled body 56. The arms 42
are positionable adjacent the vehicle wheels 13 to lift the vehicle
12.
[0075] The lifting arms 42 are moveable between a stowed
configuration and a deployed configuration. In one embodiment, the
lifting arms 42 pivot between the stowed configuration and the
deployed configuration. Therefore, each lifting arm 42 is connected
to a pivotal joint member which is pivotally connected to the sled
body 56. In the deployed configuration, the lifting arms 42 extend
outwardly from the sled body 56 to engage with the vehicle wheel
13. One lifting arm 42 is disposed on one side of a vehicle wheel
13 while another lifting arm 42 is disposed on the other side of
the vehicle wheel 13. The lifting arms 42 may have structural
attributes to facilitate engagement and lift of the vehicle wheel
13, such as rollers 62. In addition, the lifting arms 42 may have a
concave engagement surface that conforms to the circular shape of
the vehicle wheel 13.
[0076] When the lifting arms 42 are in the deployed configuration,
they are cantilevered from the sled 52. In other words, the lifting
arms 42 do not include structural support at the distal portion of
the lifting arm 42. In this manner, when the vehicle 12 is lifted
by the lifting arms 42, the entire weight of the vehicle 12 is
transferred to the sled movement members 58. By adding weight to
the sled movement members 58, there is less slippage between the
movement members 58 and the track along which the sled 52 is moving
(i.e. module track 22).
[0077] In one embodiment, movement of the lifting arms 42 is
achieved by way of a hydraulic arm control system. The hydraulic
arm control system includes a hydraulic motor which drives one or
more hydraulic pistons connected to the lifting arms. The hydraulic
arm control system may be more desirable than an electric control
system having an electric motor because the hydraulic control
system tends to be much smaller in size. In this manner, the
profile of each sled 52 is smaller, which provides more stability
when transporting a vehicle 12. For instance, several prior art
parking systems include sleds 52 having much larger profiles
because they employ electrical control systems for the support
arms. Consequently, the sleds are more unstable when transporting a
vehicle 12. In order to account for this instability, the lifting
arms are fitted with support wheels at the distal end thereof
(i.e., the end of the lifting arm farthest from the sled). Support
wheels may be unnecessary on the sleds 52 of the present invention
because the low profile mitigates against such instability.
[0078] Once the sleds 52 lift the vehicle 12, the sleds 12 exit the
entry-exit module 16 and enter the parking area. The parking area
may include one or more parking levels L1, L2, etc., having a
plurality of individual parking spaces 82. Each parking level
includes one or more trolley corridors 66 along which vehicles 12
may be horizontally transported. The vehicles 12 may be moved
vertically between parking levels via a lift system, described in
more detail below.
[0079] According to one embodiment, horizontal movement of the
vehicle 12 may be achieved by way of a trolley 44. As such, when
the sleds 52 exit the entry-exit module 16, the sleds 52 are loaded
onto a trolley 44. The trolley 44 includes a trolley side railing
70 and a trolley track 48 connected to a trolley support surface
46. The trolley track 48 is aligned with the module track 22 in the
entry-exit module 16 to allow for easy movement of the sleds 52
from the entry-exit module 16 to the trolley 44. Like the module
track 22, the trolley track 48 may include a pair of rails 50
extending along a trolley track longitudinal axis.
[0080] Once the sleds 52 are on the trolley 44, the trolley 44 may
move within the parking area. The trolley 44 may include a
plurality of trolley wheels 74 that move along trolley rails 68.
The trolley rails 68 may define a corridor 66 along which the
trolley 44 may travel. The trolley 44 may travel along the corridor
66 to bring the vehicle 12 to an available parking spot 82
(described in more detail below) or to a lift 88 (for vertical
movement of the vehicle).
[0081] If the trolley 44 moves the vehicle 12 along the corridor 66
to the lift 88, the trolley 44 moves itself into alignment with the
lift 88 to allow the vehicle to move from the trolley 44 to the
lift 88. The lift 88 may include a lift track 90 having a pair of
lift rails 92, similar to the trolley track 48 and module track 22,
which the sleds 52 may move along. Therefore, before the sleds 52
can move from the trolley 44 onto the lift 88, the trolley 44 moves
along the trolley rails 68 to bring the trolley track 48 into
alignment with the lift track 90.
[0082] According to one aspect of the present invention, the
trolley 44 includes a trolley alignment device to align the trolley
44 with various positions along the corridor 66, such as the lift
88, a parking spot 82, or the entry-exit module 16. The trolley
alignment device may include a fiber optic sensor which detects the
location of the trolley 44 relative to the trolley destination.
Therefore, in the case of the lift 88, the trolley alignment device
positions the trolley 44 so the trolley track 48 is aligned with
the lift track 90.
[0083] Once the trolley 44 is aligned with the lift 88, the sleds
52 move from the trolley 44 to the lift 88, thereby transporting
the vehicle 12 onto a lift support surface 94. A lift support
member 102 may provide mechanical support to the lift support
surface 94. After the vehicle 12 has been positioned on the lift
88, the sleds 52 may lower the vehicle 12 directly onto the lift 88
for vertical movement. It is understood that the lift 88 may raise
or lower the vehicle 12 to a different parking level. The parking
levels may extend above street-level, as well as below
street-level.
[0084] According to one embodiment, the lift 88 includes a rack and
pinion gear system to raise and lower the lift 88. The rack and
pinion gear system includes a lift gear 98 that engages with a lift
gear track 100. A lift gear box 96 may rotate the gear to achieve
movement of the lift gear 98 relative to the lift gear track 100.
The rack and pinion gear system allows for accurate and precise
positioning of the lift 88 in a vertical direction. Many prior art
lift systems employ a metal chain which undesirably stretches when
a vehicle was loaded on the lift. The stretching resulted in very
inaccurate vertical positioning making placement of the vehicle
very difficult. In particular, heavier cars would stretch the chain
more than lighter cars. The rack and pinion gear system of the
present invention is a more accurate and precise alternative to the
metal chains of the prior art lift systems.
[0085] Once the lift 88 has reached the desired parking level, a
trolley 44 located on that level moves into alignment with the lift
88. After the trolley 44 is aligned, the sleds 52 move from the
trolley 44 onto the lift 88 and pick up the vehicle 12, as
described above in relation to the entry-exit module 16. The sleds
52 then return with the vehicle 12 onto the trolley 44 for movement
along the trolley corridor 66.
[0086] The trolley 44 moves along the trolley corridor 66 to move
the vehicle 12 toward the assigned parking spot 82. The parking
spot 82 includes a parking track 84 including a pair of parking
rails 86, which the trolley 44 aligns itself with to move the
vehicle 12 from the trolley 44, to the parking spot. After the
vehicle 12 is moved into the parking spot 82 the lifting arms 54
lower the vehicle 12 to the parking spot 82. When the vehicle 12 is
no longer supported by the lifting arms 54, the lifting arms 54 are
moved to the stowed configuration and the sleds 52 are moved back
to the trolley 44.
[0087] If the parking structure is large enough, the parking system
may be able to park vehicles two deep within a double bay (i.e.,
double bay parking). In other words, the vehicles 12 may be parked
end-to-end. Therefore, the double bay may be filled from the inside
out. In this regard, the inner-most parking spot may be filled
first and the outer-most parking spot filled second. If the vehicle
12 in the inner-most parking spot 82 needs to be removed prior to
removal of the vehicle 12 in the outer most parking spot 82, the
vehicle 12 in the outer-most parking spot 82 may be temporarily
removed from its designated spot and moved to a temporary parking
spot 82, which may be located on a separate trolley 44 or in an
available parking spot 82. When the outer-most vehicle 12 is in the
temporary parking spot, the vehicle 12 in the inner-most parking
spot 82 may be removed.
[0088] Several prior art parking systems are limited by the
distance at which a vehicle 12 may be moved from a trolley 44. For
instance, many existing parking system use a lift system which
telescopes (i.e., extends) horizontally to move the vehicle from
the lift to the parking spot. However, having a lift that
telescopes to the inner-most parking spot in a double bay is very
difficult because of the distance and the forces generated. More
specifically, the moment force created by extending the car into
the inner-most parking spot increases as the distance from the
trolley increases. Such a force may require very strong and
expensive materials, making double bay parking in existing parking
systems impractical.
[0089] The hydraulically controlled sleds 52 allow the vehicle 12
to move from the trolley 44 greater distances than the
above-described prior art systems. For instance, the sleds 52 are
independently capable of supporting the vehicle 12, and are only
attached the trolley 44 via an electrical power chord and a
hydraulic power chord. The chords may be configured to be of
sufficient length to allow the sleds 52 to easily extend into the
inner parking spot.
[0090] In one embodiment, the hydraulic and electrical power chords
are housed in an electro-hydraulic reel assembly 72 disposed on the
trolley 44. The electro-hydraulic reel assembly 72 may include one
or more reels 76 about which the hydraulic and electrical chords
may be disposed. The reels 76 may be in mechanical communication
with an electro-hydraulic gear 78. An electro-hydraulic biasing
member 80 may bias a belt rotation about the gear 78 and the reel
76.
[0091] When the driver 2 returns to retrieve his vehicle 12, the
system initiates retrieval of the driver's vehicle 12. The driver 2
may initiate the vehicle retrieval by inserting the parking receipt
he received at the time of vehicle drop-off into a ticketing
station 104. Upon initiation of vehicle retrieval, a trolley 44
located on the same parking level as the driver's vehicle 12 moves
toward the vehicle's parking spot 82. Once aligned, the sleds 52
move into the parking spot 82 to lift the vehicle 12. If the
vehicle 12 is in the inner-most parking spot 82 of a double bay
parking spot, the vehicle 12 in the outer-most parking spot 82 is
moved prior to lifting the driver's vehicle 12.
[0092] After the vehicle 12 is lifted by the sleds 52, the sleds 52
move onto the trolley 44. The trolley 44 moves along the trolley
corridor 66 toward the entry-exit module 16 (if the vehicle 12 is
parked on the same level as the entry-exit module 16) or the lift
88 (if the vehicle 12 is parked on a different level than the
entry-exit module 16). If the lift 88 is needed to move the vehicle
12 vertically, the trolley 44 is aligned with the lift 88 to allow
the sleds 52 to move the vehicle 12 onto the lift 88. After the
lift 88 has reached the level of the entry-exit module 16, a
trolley 44 on that parking level is aligned with the lift 88, and
the sleds 52 from that trolley 44 pick up the vehicle 12 for
movement along the trolley corridor 66 toward the entry-exit module
16.
[0093] Once the trolley 44 has moved along the corridor 66 and is
adjacent the entry-exit module 16, the vehicle 12 is likely facing
away from the street. In other words, if the vehicle 12 were moved
into the entry-exit module 16 for pickup by the driver 2, the
driver 2 would have to back out of the entry-exit module 16.
Therefore, it is desirable to rotate the vehicle 12 180.degree.
before returning it to the driver 2.
[0094] Consequently, one aspect of the invention includes a
rotating table-top on the trolley 44 to rotate the trolley 44
180.degree. before moving the vehicle 12 into the entry-exit module
16. By rotating the vehicle 12, the vehicle 12 is delivered to the
driver 2 upon pickup in an orientation which allows the driver 2 to
drive out of the entry-exit module 16 in a forward direction.
[0095] Therefore, in one embodiment, the trolley 44 includes
trolley upper frame 106 and a trolley lower frame 108. The trolley
upper frame 106 is configured to engage with the vehicle 12 (or a
vehicle support member 103, such as the sleds 52, carrying the
vehicle 12). A rotating element 105 is connected to the upper frame
106 and is capable of rotating the upper frame 106 180.degree.
relative to the lower frame 108 to dispose the vehicle 12 in a
forward-facing direction for the driver 2.
[0096] After the vehicle 12 has been rotated, the garage-facing
door 33 of the entry-exit module 16 is opened and the sleds 52 move
the vehicle 12 into the entry-exit module 16. Therefore, the sleds
52 return to the trolley 44 and the garage-facing door 33 closes.
At that time, the street-facing door 31 may open to allow the
driver 2 to enter his vehicle 12 and exit the facility.
[0097] The parking system may include a central parking control
unit which manages the parking and retrieval of the vehicles within
the parking structure. In this manner, the parking control unit may
keep track of available and occupied spaces within the structure to
achieve maximum parking efficiency.
[0098] All movement and control of the components employed by the
parking system may have autonomous functionality. In one
embodiment, the parking system includes a central control unit
which may communicate directly with the trolleys and the sleds.
Likewise, each trolley includes a trolley control unit, and each
pair of sleds includes a sled control unit. The central control
unit may communicate directly with each trolley control unit and/or
sled control units. Furthermore, each trolley control unit and the
respective sled control unit may be configured for communication
therebetween.
[0099] One aspect of the invention is directed toward wireless
communication between the various components in the system (i.e.,
central control, trolley and sleds). For instance, the components
may employ radio communication technology or other wireless
communication technologies known by those skilled in the art
without departing from the spirit and scope of the present
invention.
[0100] In one embodiment, the vehicle parking system includes
wireless control system for control of the sleds 52 and trolleys 44
within the parking system. In this manner, each sled 52 includes a
sled operational control mechanism 126 and each trolley 44
including a trolley operational control mechanism 120. The wireless
control system includes a central control unit 110 configured to
generate trolley operational commands and sled operational commands
in response to current vehicle parking or vehicle retrieval needs.
A central transmitter 112 is in electrical communication with the
central control unit 110 and is operative to transmit the trolley
position commands and the sled position commands.
[0101] The wireless communication system further includes one or
more trolley control receivers 116. Each trolley control receiver
116 is connectable to a respective trolley 44 and is in wireless
communication with the central transmitter 112 to receive the
trolley operational commands. Each trolley control receiver 116 is
electrically communicable with the respective trolley operational
control mechanism 120 to relay the trolley operational commands
thereto.
[0102] The wireless communication system also includes a plurality
of sled control receivers 122. Each sled control receiver 122 is
connectable to a respective sled 52 and is in wireless
communication with the central transmitter 112 to receive the sled
operational commands. Each sled control receiver 122 is
electrically communicable with the respective sled operational
control mechanism 126 to relay the sled operational commands
thereto.
[0103] According to one aspect of the present invention, the
wireless control system further includes a plurality of sled
operations transmitters 124. Each sled operations transmitter 124
is communicable with the respective sled operational control
mechanism 126 to receive sled operational and position data
therefrom. Each sled operations transmitter 124 is in wireless
communication with the central control unit 110 to communicate the
sled operational and position data thereto. In this manner, the
central control unit 110 may include a central receiver to receiver
communications from the sled operations transmitter 124.
[0104] According to another aspect of the invention, the wireless
control system also includes a plurality of trolley operations
transmitters 118. Each trolley operations transmitter 118 is
communicable with the respective trolley operational control
mechanism to receive trolley operational and position data
therefrom. Each trolley operations transmitter 118 is in wireless
communication with the central control unit 110 to communicate the
trolley operational and position data thereto.
[0105] The wireless control system may employ several different
wireless communication technologies for achieving such wireless
communication. For instance, the wireless control system may employ
radio communication technology, cellular telephone communication
technology, or other wireless communication technologies known by
those skilled in the art.
[0106] It is contemplated that the wireless control system may
provide operational benefits compared to hardwired control systems.
For instance, communications between the central control unit 110
and the trolleys 44 and sleds 52 on a given parking level may be
communicated on a level specific frequency, as illustrated in FIG.
48. For instance, trolleys 44 and sleds 52 located on the first
parking level L1 may communicate with the central transmitter over
a t1 frequency, while the trolleys 44 and sleds 52 located on the
second level L2 communicate over a t2 frequency. Therefore,
trolleys 44 and sleds 52 located on parking level LN communicate
over a tN frequency. Likewise, the trolleys 44 and sleds 52 on a
given level may communicate with the central receiver 114 over a
level specific frequency, such as r1, r2 . . . rN. In this manner,
specific operational commands may be communicated to specific
equipment.
[0107] Furthermore, the wireless control system may include a
distributed architecture. For instance, each parking level may
include a receiver and transmitter that acts as the conduit between
the central receiver and transmitter and the receivers and
transmitters on the individual trolleys 44 and sleds 52.
[0108] Such a distributed architecture may also facilitate routine
operation of the parking system. For instance, in a hard-wired
system, a fault anywhere in the system may shut down the operation
of the entire system. Conversely, a fault in a wireless
communication system may isolate the problem, while still
continuing operation in other parts of the system.
[0109] Although the foregoing describes an embodiment including a
wireless communication system, it is understood that other
communication systems, such as wired systems may be used without
departing from the spirit and scope of the present invention.
[0110] The above description is given by way of example, and not
limitation. Given the above disclosure, one skilled in the art
could devise variations that are within the scope and spirit of the
invention disclosed herein. Further, the various features of the
embodiments disclosed herein can be used alone, or in varying
combinations with each other and are not intended to be limited to
the specific combination described herein. Thus, the scope of the
claims is not to be limited by the illustrated embodiments.
* * * * *