US20100034626A1

US20100034626A1 - Automated vehicle alignment and parking system

Info

Publication number: US20100034626A1
Application number: US12/189,073
Authority: US
Inventors: David John Reiniger; Rene Buelna, JR.
Original assignee: APEX SKYPARK
Current assignee: APEX SKYPARK
Priority date: 2008-08-08
Filing date: 2008-08-08
Publication date: 2010-02-11

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.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

Not Applicable

STATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT

Not Applicable

BACKGROUND

1. Field of the Invention
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.
2. Description of the Prior Art
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.
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.
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.
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.
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.
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.
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.
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

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.
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.
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° degrees relative to the lower trolley frame.
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

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:

FIG. 1 is an upper perspective view of a parking structure employing a vehicle parking system, the parking structure having multiple parking levels;

FIG. 2 is an upper perspective view of a vehicle alignment system disposed within an entry-exit module of the parking structure;

FIG. 3 is a exploded perspective view of the entry-exit module depicted in FIG. 2;

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;

FIG. 5 is a side view of the vehicle alignment base and vehicle alignment members illustrated in FIG. 4;

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;

FIG. 7 is an upper perspective view of a front alignment belt;

FIG. 8 is an upper perspective view of a rear alignment belt;

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;

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;

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;

FIG. 12 is a top elevation view of the sled depicted in FIG. 11;

FIG. 13 is a side elevation view of the sled depicted in FIG. 12;

FIG. 14 is an end view of the sled depicted in FIG. 13;

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;

FIG. 16 is a perspective view from the trolley corridor of the vehicle on the trolley illustrated in FIG. 15;

FIG. 17 is an upper perspective view of the trolley;

FIG. 18 is an end elevation view of the trolley depicted in FIG. 17;

FIG. 19 is a top elevation view of the trolley;

FIG. 20 is a side elevation view of the trolley depicted in FIG. 19;

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;

FIG. 22 is a top elevation view of the first electro-hydraulic reel and the first electro-hydraulic gear depicted in FIG. 21;

FIG. 23 is a sectional view of the first electro-hydraulic reel along line A-A illustrated in FIG. 22;

FIG. 24 is an enlarged view of the first electro-hydraulic reel depicted in FIG. 23;

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;

FIG. 26 is a bottom elevation view of the first electro-hydraulic reel and the first electro-hydraulic gear depicted in FIG. 25;

FIG. 27 is a sectional view of the first electro-hydraulic reel along line A-A illustrated in FIG. 26;

FIG. 28 is an enlarged view of the first electro-hydraulic reel depicted in FIG. 27;

FIG. 29 is a perspective view of the vehicle being vertically transported within the vehicle parking system;

FIG. 30 is a perspective view of the trolley aligning with an assigned vehicle parking spot, the parking spot having a parking spot track;

FIG. 31 is a top elevation view of the trolley aligned with a vehicle lift having a lift track;

FIG. 32 is a side elevation view of the vehicle lift illustrated in FIG. 31;

FIG. 33 is an end elevation view of the vehicle lift illustrate in FIG. 32;

FIG. 34 is a perspective view of a vehicle about to enter the assigned parking spot;

FIG. 35 is a perspective view of the vehicle illustrated in FIG. 34 disposed within the assigned parking spot;

FIG. 36 is a perspective view of the vehicle illustrated in FIG. 35 depicted from a lower perspective relative to FIG. 35;

FIG. 37 is a perspective view of the sleds returning to the trolley after lowering the car in the assigned parking spot;

FIG. 38 is a perspective view of the sleds returned to the trolley;

FIG. 39 is a side elevation view of a trolley having a rotating element for rotating a vehicle 180 degrees;

FIG. 40 is a driver at a ticketing station;

FIGS. 41-43 illustrate a flow chart of the steps of parking the vehicle;

FIGS. 43-46 illustrate a flow chart of the steps of retrieving the vehicle;

FIG. 47 is a schematic diagram of a wireless communication system for the vehicle parking system; and

FIG. 48 is a schematic diagram illustrating the use of level specific communication frequencies.

DETAILED DESCRIPTION

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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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° before returning it to the driver 2.
Consequently, one aspect of the invention includes a rotating table-top on the trolley 44 to rotate the trolley 44 180° 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.
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° relative to the lower frame 108 to dispose the vehicle 12 in a forward-facing direction for the driver 2.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.

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° 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.