AUTOMATED PARKING FOR ELECTRIC VEHICLES AND PARKING PROCEDURES (Machine-translation by Google Transl

专利摘要:
Automated parking for electric vehicles (1), stored on pallets (4), with different types of electric charging, with different electric charging speeds, with independent charging stations for different types of electric charging, with an intelligent management system for the electric charge, comprising: - A parking entrance area (2). - A structure where the car park is installed (3). - A specific pallet for electric vehicles with electric charge (4). - Mechanical and electrical means for the storage of pallets (4). - Electric charging system inside the parking lot. - Parking control and management system with electric vehicle charging (1). (Machine-translation by Google Translate, not legally binding)
公开号:ES2735848A1
申请号:ES201930615
申请日:2019-07-02
公开日:2019-12-20
发明作者:Aguilera Juan Pablo Martinez
申请人:E Park Robotic S L；
IPC主号:

专利说明:

[0001]
[0002] AUTOMATED PARKING FOR ELECTRIC VEHICLES AND PARKING PROCEDURES
[0003]
[0004] SECTOR OF THE TECHNIQUE
[0005]
[0006] The present invention relates to automated parking for electric vehicles, whereby automated parking for electric vehicles falls within the field of the art.
[0007]
[0008] BACKGROUND OF THE INVENTION
[0009]
[0010] The electric car is an element currently present in large cities and, in the short term, will become the major transport element in them.
[0011] The biggest challenge facing the big modern cities, in this sense, is the storage of electric vehicles and the charging of their batteries.
[0012] The challenge of the storage of conventional vehicles has been solved by the appearance of automated parking, during the last decade fundamentally. Automated car parks allow a high density of vehicles to be stored, for the same volume of land, as well as providing great convenience for parking users, since the user deposits and picks up the vehicle always in the same place, which usually be at street level, thus avoiding having to move through the floors of the car park and the consequent rise / fall by the access ramps.
[0013] The storage of vehicles, on a technical level, has been resolved in two ways mainly, by depositing the vehicle to be stored on an empty pallet or by directly storing the vehicle without a pallet.
[0014] Within the first way, in which the vehicle is deposited on an empty pallet, there are warehouses in which a single elevator performs all the parking maneuver, and others in which we have a main elevator and a shuttle for each parking level .
[0015] Within this section, in the case of parking lots that have only one elevator To carry out the entire maneuver, the transfer of the pallet to the location, where it is stored, is usually done with electric or hydraulic pushers on board the elevator, which slide the pallet over metal profiles in the location. In locations that have double storage depth, to store a pallet on the second line, we need to hook and push with a pallet from the first line. Another important aspect is that, to store the empty pallet, generated once the user removes his vehicle from the parking lot, a pallet store is generally used, within the installation. The problem in these car parks is that the whole maneuver depends on a single machine, making it a slow parking, especially when several simultaneous entry / exit orders are received. Likewise, the pallet warehouse occupies space and implies a loss of at least one parking space, which leads to loss of storage capacity and profitability of the parking lot.
[0016] To conclude this section, in the other case, in which we have a main elevator and a shuttle for each parking level, the locations contain partially or completely motorized conveyors, as described in WO2012 / 099616. In the latter case, the fundamental problem, which is not resolved, is the management of the empty pallet. The use of an empty parking space to store said pallet entails a slowdown in the operation of the car park, especially in double parking spaces, usually used in automated parking lots, which always forces the movement of the pallet of the first line, and its relocation to the parking lot, to get an empty pallet from the second. This aspect, at the user level, is very important, since in parking lots where the empty pallet is not properly managed, they are very slow, and with long waiting times for the user.
[0017] Within the second way of resolution, warehouses are those that move and store the vehicle directly without pallet, you can use a shuttle that picks up the vehicle, or move the vehicle directly through the parking lot.
[0018] Within this section, in the case of parking lots where a shuttle picks up the vehicle, as described in WO2010 / 063932, the shuttle passes under the vehicle and raises it on top of it, by means of folding extendable arms. Once the vehicle is picked up, it is mounted on the elevator and through a carrier car it is routed to its final location. In this location, the shuttle lowers the vehicle and parks its wheels on the parking floor. In this case parking is very slow, depending on of the number of shuttles present in the installation, the process of collecting the vehicle is slow, and requires in each storage place rolling roads with very strict horizontal tolerances, so that the shuttle can load with heavy vehicles.
[0019] To finish this section, in the other case, the car parks where we directly move the vehicle, are described in the Spanish patent document 2,403,362 and WO2015 / 063344. The problem is that the load to be stored, the vehicle, does not always have the same dimensions, its movement on rollers is often erratic and there is a real possibility of being able to damage the vehicle to a problem presented during its movement. In addition, it does not support cars of all dimensions, small battle vehicles are excluded from the parking lot. Following the technical resolution of the storage of vehicles, we will talk about another important aspect, the constructive form and levels of automated parking.
[0020] On the one hand, the car park can be built on the ground, called above ground or below ground, called below ground. Although in general, the construction of the structure where the parking above ground is installed is much cheaper than under ground, the choice of one type or another is mainly conditioned by the urban regulations of each population, as well as by the specific location of the parking, type of soil found, amount of water present in the ground .... In this aspect, due to the value of the soil, on all those executed under ground level, the depth of the parking lot today constitutes a challenge for engineers, They have the task of making the most compact parking possible, since as the depth of the excavation increases, the economic impact at the time of construction is significantly greater.
[0021] On the other hand, the parking can have only one level or more than one. In the case of automated parking, its installation is not recommended for a single level of parking, since in this case there are solutions in the market that, although not being fully automated, such as platforms mounted cars or height duplicators, its installation cost is much smaller than fully automated systems, so in practice they are imposed on them.
[0022] As for the other challenge facing the big cities, mentioned above, is that of the battery charge of electric vehicles. In today's cities, batteries can be charged mainly, at charging stations, similar to service stations for combustion vehicles, and in car parks.
[0023] In the charging stations large electric powers are available, so that the charging or recharging time is low, currently reaching below 20 minutes. The problem with these facilities, like service stations, is that the number that can be mounted in cities is limited. Likewise, the infrastructures necessary to supply these powers are expensive and the charging time, today, is much longer than the time needed to refuel the vehicle at a current service station, for combustion vehicles. With what the number of charging stations that would be needed in the cities would be much higher than the number of service stations for combustion vehicles present in them.
[0024] In car parks in general, both in conventional and current automated ones, the powers available for charging are significantly low.
[0025] In conventional parking lots, the load has been resolved through the installation of individual load posts for each place. The problem here is that when each customer has their own charging post, the power available per pole is small, which means that it takes many hours to fully charge the batteries of current electric vehicles.
[0026] In the case of automated parking, it has been resolved by using pallets with connectors. On the one hand, as described in WO2015 / 145067, by pallets with towers for the connectors, which are connected in each parking space to a power supply device. In this case, the problem is that the automatic means of movement are not specified, since moving and storing the pallets with towers is complex and in practice, in the current automated warehouses, it has been ruled out. On the other hand, as described in US 2019/0054832, by using pallets with connectors that are stored with liftable automatic guided vehicles (AGVs). In this case, the problem lies in the fact that the movement of loads by means of AGVs is a slow transport system, which requires, like the shuttles that collected the vehicles described above, not only very strict horizontal tolerances in the final locations, but also throughout the route that the AGV takes in each parking level. In this case, the way to electrically connect the pallet to the location charging device is through pin connectors. This form of connection is slow, since it needs a small centering tolerance between both connectors and with wear suffers a lot of wear.
[0027] A common problem with both solutions is that the secondary connector, the one that connects to the primary connector on the edge of the pallet, is fixed in the installation. It is the storage media that have to deposit the pallet at the location and 'plug' them at the same time, which requires great positioning accuracy, or what is the same, longer positioning time, slower parking, and higher cost of the necessary equipment.
[0028] Another unresolved problem, also common to the two solutions, is that when you have to remove a pallet with a vehicle from the second line, we have to move the pallet with a vehicle from the first line, so we have to stop loading the vehicle from the first line and then plug it back in, which increases the number of connections / disconnections during the charging process, which is equivalent to an earlier deterioration of the batteries.
[0029] Likewise, in both systems, they do not solve the management of empty pallets, as well as, in a similar way to conventional car parks, by having individual loading devices per location, the available power in each of them is small, which entails , as we mentioned earlier, many hours necessary for the full charging of the batteries of current electric vehicles. Another unsolved problem, in general, in automated parking for current electric vehicles is the charging method, since all the systems described are based on the use of a charging cable, which electrically connects the vehicle and the pallet. There are no automated car parks planned for electric vehicles with induction charging.
[0030] Finally, comment that, in all the cases described above, both in automated parking for conventional vehicles and for electric vehicles, all control and management of the system is carried out through an industrial PLC. This implies, on the one hand, a security in the control, in terms of the operation of the installation, but on the other, a limitation in the management of parking resources. Although the development of the technology of the PLCs allowed the use of SCADAs, applications that run on a PC, both normal and industrial, and that allow, mainly, the visualization of certain parameters or variable values of the PLC, as well as allowed the use of OPs, terminals or operator panels, with which the maintenance of the installation can access to perform maintenance operations, troubleshooting, etc., the interaction of SCADA and the OP with the PLC is limited. These systems are used, as we have said, mainly by the maintenance of the installation, since it allows to visualize the Remote installation status, without being physically in it, and allows the solution of certain faults that occur in it, but is not accessible to the final user of the installation. Today, a parking management system is needed, with much more capacity, which allows storing all the information associated with the user that we need, which through an 'app' or similar allows the end user to make a request to remove the vehicle, to inform the user in real time of the state of the load, to inform him of the amount of the recharge made, ....
[0031] Therefore, there is a need for automated parking that allows the electric charging of the batteries of electric vehicles, with charging cable or other means, that allows a speed of electric charging higher than the current one, both in conventional car parks and automated, with a connection system between the pallet and the loading device of the location that does not depend on the connector pins. In addition, the system will have to manage the empty pallet generated by the normal operation of the car park, so as not to slow down its operation.
[0032] Therefore, the object of the present invention is to provide an automated parking system for electric vehicles that allows different forms of electric charging, that allows a fast charging of the vehicle, that allows different speeds of electric charging, with a robust and fast connection system , with a pallet storage system that is fast and manages empty pallets efficiently. In addition, you will have to have an adequate parking control and management system, which takes control of it, that informs users in real time of the state of charge of their vehicles and also allows to charge each user the electric energy consumed in Recharging the battery of your electric vehicle.
[0033]
[0034] . EXPLANATION OF THE INVENTION
[0035]
[0036] The automated parking for electric vehicles object of this invention comprises the following elements:
[0037]
[0038] 1. Parking entrance area.
[0039] 2. Structure where the parking is installed.
[0040] 3. Specific pallet for vehicles with electric charge.
[0041] 4. Mechanical and electrical means for pallet storage.
[0042] 5. Electric charging system inside the parking lot.
[0043] 6. Parking control and management system with electric vehicle charging.
[0044]
[0045] 1. Parking entrance area
[0046]
[0047] In this parking entrance area, or access area, the user deposits the vehicle, on an empty pallet, for storage and is where it interacts with the parking control and management system. Similarly, in this area of the parking lot the user picks up the vehicle that has been stored, when said user gives the withdrawal order to the parking control and management system.
[0048] Access to the entrance area is through a quick opening door.
[0049] In this area there are all dimensional controls and parking aids, to ensure, on the one hand, that the vehicle meets the maximum permissible dimensions by the parking control and management system, and on the other, to help the user to Deposit the vehicle correctly on the pallet, and also to confirm that the electric vehicle is suitable for electric charging of its batteries when stored inside the parking lot. In addition to the dimensional controls, to ensure that there is no presence of users within the entrance area, once the storage process of the vehicle inside the car park is started, safety laser scanners are installed in said entrance area.
[0050] Attached to the entrance area of the parking lot, close to it, a terminal with touch screen is installed, which allows the user to make requests for deposit of the vehicle in the parking or collection of the vehicle.
[0051]
[0052] 2. Structure where the car park is installed
[0053]
[0054] The structure where the car park is installed is essentially concrete, with concrete slabs and pillars, where both single and double pallet conveyors will be anchored, as well as the metal rails on which the double pallet shuttle moves and the columns of the elevator The concrete slabs, on each floor, will have only the necessary space to house the columns of the elevator for pallet and allow the movement of the counterweight throughout the route.
[0055] Concrete pillars can be replaced by metal pillars.
[0056] In a preferred design, the structure where the car park is installed is under ground. In this arrangement, the concrete slab, in the entrance area, will have a smaller gap than the concrete slabs on each floor, only for the passage of the elevator's mobile frame, the elevator columns being anchored to the underside of said entrance slab.
[0057] The deepest slab, corresponding to the last level of transport, will rest on the ground and will have a pit of measures, in plan, equal to the hollow of the intermediate concrete slabs of each plant, and a depth greater than the height of the mobile frame of the elevator
[0058] Alternatively, the structure where the car park is installed may be above ground. In this arrangement the concrete slab in the entrance area, being the deepest slab, will rest on the ground and will have a pit of measures, in plan, equal to the hollow of the intermediate concrete slabs of each plant, and a depth greater than the height of the mobile lift frame.
[0059] Additionally, an intermediate metal level may be available between concrete slabs. In the metal structure of the intermediate level, in addition to being anchored, both pallet conveyors, both single and double, as well as the metal rails on which the double pallet shuttle moves, corresponding to that level of transport, will be installed stepping floor to perform maintenance work, along with access stairs from the concrete slab to the metal structure.
[0060]
[0061] 3. Specific pallet for vehicles with electric charge
[0062]
[0063] The specific pallet for vehicles with electric charge that we need must, in addition to supporting the vehicle for storage, allow a compact design of the pallet transporter that stores it and support different types of electric charge in the electric vehicle deposited on it.
[0064] The pallet, object of this invention, is composed of a metal structure with floor, provided with some contrast wheels, for guiding the pallet during its movement. The ground is divided longitudinally into three zones, one central and two lateral, where the vehicle usually travels when it enters / leaves the pallet.
[0065] The central area of the ground, in a preferred design, is raised with projection. Alternatively it can be at the same height as the side areas.
[0066] In the central part of the floor, in a preferred design, female connectors are installed, for the possible charging of the electric vehicle by means of a charging cable, which electrically connects the vehicle with the pallet. These connectors are protected by a spring-loaded metal sliding cover, so that once the pallet charging cable is disconnected, the female connector is covered. In addition to the above connectors, areas for the possible induction of the electric vehicle are also located on said floor. Said areas of the floor are made of non-metallic insulating material, which allows it to be traversed by the field generated in the induction charging process, while electrically isolating the rest of the pallet from the same previous field generated by said loading process. Alternatively, the female connectors may be installed in the lateral parts of the floor. In this case, the spring-loaded metal sliding cover will be reinforced, since the vehicle usually passes through this area of the ground when it enters / leaves the pallet. For charging the electric vehicle by means of a charging cable, the interconnects are installed at the bottom of the pallet, which is not in contact with the vehicle. These load interconnections are those that electrically connect the female connectors of the pallets with the charging stations inside the car park. The load interconnections are installed in duplicate, symmetrically with respect to the longitudinal axis of the pallet, since the pallet during its movement inside the car park has no fixed position, with respect to this axis.
[0067] The charging process of the electric vehicle in the corresponding electric charging station is designed, on the one hand, for an electric charge with three-phase current, and, on the other hand, for a communication with direct current.
[0068] The electric charge with three-phase current allows us to take full advantage of the power installed in the car park, as we will see later, and reduce the charging times of current electric batteries, since the charge with single-phase alternating current, which is the one installed in the Current automated parking limits the power available for charging, so the battery charge time trips. As an illustrative example, the maximum load powers used, due to a limitation in the charging of electric batteries, with single-phase alternating current, are currently 3-4Kw, while electric batteries allow three-phase charging up to 50kw currently.
[0069] On the other hand, when using the three-phase current as a load supply, and due to the large load powers available, the communication has to be robust and free of interference, with which we use the direct current communication.
[0070]
[0071]
[0072] Thus, continuing with the load interconnections of the pallet, these are wired to the female connectors of the pallet, with power and signal power cable for communication, also installed on the bottom of the pallet.
[0073] The power cable for charging is, as we saw earlier, for three-phase current, three phases plus earth, of adequate section for the maximum charging power available at the electric cable charging stations inside the parking lot. The signal cable, necessary for communication with the parking control and management system, is likewise for direct current supply, with at least two wires.
[0074] The charging interconnections are composed of an electrically insulated support, where the copper sections suitable for the maximum charging power of the electric cable charging station of the car park are attached or fixed. The number of copper sections needed is at least six, four for three-phase charging, three phases plus earth, and at least two for communication. The copper sections intended for communication can be the same size as the three-phase or smaller ones.
[0075] For charging the electric vehicle by induction, no additional wiring is necessary, since the induction charging station itself connects directly to the electric vehicle's batteries, without the need for any interconnection with the pallet.
[0076] With this arrangement the pallet will allow different forms of electric charge.
[0077] Likewise, in a preferred design, the metal structure of the pallet ends in reinforced folded sheets, which serve to support the pallet during its movement. In this way we can integrate the transporter necessary for the movement of the pallet within the height of the pallet, as we will see later, with which the height or depth necessary for parking is smaller, depending on whether the parking above or below ground, with the consequent savings in civil works.
[0078] Alternatively, the structure may not carry said terminations in reinforced folded sheets, making the height of the ‘pallet conveyor’ assembly greater.
[0079]
[0080] 4. Mechanical and electrical means for pallet storage
[0081]
[0082] Mechanical means for pallet storage include:
[0083] 4.1. Double conveyor for pallet.
[0084] 4.2. Simple conveyor for pallet.
[0085] 4.3. Double shuttle for pallets.
[0086] 4.4. Pallet lift
[0087]
[0088] The pallet conveyor we are looking for has to solve the problem of empty pallet management, easily position the pallet for the charging process and allow different types of electric charge in the electric vehicle stored in it. The pallet conveyors, object of this invention, both double and single, store the vehicle inside the car park, and allow the electric vehicle to be charged inside the car park.
[0089]
[0090] 4.1. Double conveyor for pallet.
[0091]
[0092] The double pallet conveyor is composed of three metal structures, connected to each other, anchored to the structure where the car park is installed. Each metal structure is formed by two branches, where motorized solid steel wheels are housed, on which the pallet rests during its movement. Two of those three structures are at the same level, on the upper level, which we will call first and second depth, and the third structure is below that corresponding to the first depth, on the lower level, which we will call first lower. The first and second depth have independent movements, while the one below the first depth, the first one, moves synchronously with the second depth. The conveyor is driven by two unique gearmotors, which connect both branches of the structures, the first depth gearmotor being placed in front of the second depth, following the lower level structure. The gearmotors are connected to each branch, in a preferred design, by two elastic couplings. Alternatively they can be connected via a continuous drive shaft. Transmission to motorized solid steel wheels is done by chain sprocket.
[0093] To stop the pallets on the conveyor, both in first and second depth, two electrical sensors are installed, one for changing the speed of the pallet on the conveyor and another for stopping it. One of them It is also used to confirm the presence of pallet on the conveyor at each depth. For the first lower one, since the movement is synchronized with the second depth, only one electric sensor is installed to confirm the presence of pallet in this part of the conveyor. The installed electrical sensors will preferably be of the inductive type. In this way, as we will see later, the positioning for the loading process, that is, the pallet stop on the conveyor, is governed by the previous electrical sensors, so that the pallet positioning process for the charging process It is very simple.
[0094] The double pallet conveyor is designed, on the one hand, with the distance between branches of the structures necessary for the reinforced folded plates, of the specific pallet for vehicles with electric load, to rest on the motorized solid steel wheels, and, on the other side, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet. Also, the contrast wheels can use the structure of the guide conveyor itself.
[0095] As the structure of the conveyor is integrated within the height of the pallet, the necessary motorization has to be below it, so we take advantage of the height of the motorization to incorporate a lower level, the first lower one, which we will use to store the empty pallet, moving the motorization of the assembly below the second depth. This compact design allows us, with the same height as a normal conveyor, to include a lower level motorized. Note that with a conventional conveyor we would need, to include a lower motorized level, twice as high as the double pallet conveyor designed, so that the height or depth needed for parking would be greater, depending on whether the parking above or below ground, with the consequent increase in civil works.
[0096] This solution, as we have said, also allows us to store an empty pallet on the lower level, so that on the upper level we will always have a single empty pallet, a single pallet with a vehicle or two pallets with vehicles. We will never have the two empty pallets or a pallet with a vehicle in the first depth and an empty pallet in the second depth, so usual in current car parks, which greatly slows down the operating times, since in order to park a vehicle in the parking lot we will have to take out the empty pallet of the second depth, moving and previously parking the pallet with vehicle of the first depth. In this way we have managed to solve the management of the empty pallet, its
[0097]
[0098]
[0099] storage, and present a compact design, minimum height.
[0100] A variant of the double pallet conveyor, less advantageous, consists in not synchronizing the movement of the second depth with that of the first lower. For this, it is necessary to add an additional gearmotor, connecting each corresponding branch with its elastic couplings or with its continuous transmission shaft, for the movement of the first lower one. Also in the structure of the first lower we would have to install two electrical sensors, instead of one as in the preferred design.
[0101] A possible arrangement of the gearmotors would be to place the three gearmotors, one in front of the other, following the lower level structure. In this case, for each double pallet conveyor, installed in the parking lot, we would have an increase in the cost for the inclusion of a new drive group.
[0102]
[0103] 4.2. Simple pallet conveyor
[0104]
[0105] The simple pallet conveyor is composed of a metal structure, anchored to the structure where the car park is installed. The metal structure is formed by two branches, where motorized solid steel wheels are housed, on which the pallet rests during its movement.
[0106] This metal structure is at the same level, at the same height, as that corresponding to the first and second depth of the double pallet conveyor.
[0107] The conveyor is driven by a single geared motor, which connects both branches of the structure, in a preferred design, by means of two elastic couplings. Alternatively they can be connected via a continuous drive shaft. Transmission to motorized solid steel wheels is done by chain sprocket.
[0108] To stop the pallet on the conveyor, two electrical sensors are installed, one for changing the speed of the pallet on the conveyor and another for stopping it. One of them is also used to confirm the presence of pallet on the conveyor. The installed electrical sensors will preferably be of the inductive type. In this way, as we will see later, the positioning for the loading process, that is, the pallet stop on the conveyor, is governed by the previous electrical sensors, so that the pallet positioning process for the charging process It is very simple.
[0109] The simple pallet conveyor is designed, on the one hand, with the distance between branches of the structures necessary for the reinforced folded plates, of the specific pallet for vehicles with electric load, to rest on the motorized solid steel wheels, and, on the other side, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet. Also, the contrast wheels can use the structure of the guide conveyor itself.
[0110]
[0111] 4.3. Double pallet shuttle
[0112]
[0113] The double pallet shuttle picks up the elevator pallet and transfers it to pallet conveyors, both double and single, for storage, or picks up a pallet from pallet conveyors, both double and single, and transfers it to the elevator.
[0114] The double shuttle for pallets is composed of a metal structure that allows the translation or horizontal movement of the shuttle at each level of the car park. The structure is supported by four wheels, two driving wheels and two non-driving wheels, free calls. The four wheels are made of steel, covered with a polyurethane band, which improves the adhesion of the set. The shuttle is carried out on metal rails installed in the structure where the parking lot is installed.
[0115] The translation drive unit consists of a single gearmotor that drives these two drive wheels, in a preferred design, by means of two elastic couplings. Alternatively they can be connected via a continuous drive shaft.
[0116] A pallet conveyor at two heights is installed on the metal structure of the shuttle. Said conveyor allows the transfer of the pallet to two different heights, those corresponding to the first and first lower depth of the double pallet conveyor, described above. It is composed of two independent metal structures, anchored to the metal structure of the shuttle. Each metal structure is formed by two branches, where motorized solid steel wheels are housed, on which the pallet rests during its movement.
[0117] One of those two structures, those of the pallet conveyor at two heights, is on the upper level, which corresponds to the first depth of the double conveyor for
[0118]
[0119]
[0120] pallets that we have described above, while the other is on the lower level, which corresponds to the first lower of the previous double pallet conveyor. Each level has independent movements. The conveyor is driven by two unique gearmotors, which connect both branches of the structures, being placed inside the metal structure of the shuttle, one in front of the other. The gearmotors are connected to each branch, in a preferred design, by two elastic couplings. Alternatively they can be connected via a continuous drive shaft. Transmission to motorized solid steel wheels is done by chain sprocket.
[0121] As the shuttle can receive the pallet from the elevator or from the pallet conveyors, both double and single, on this occasion three electric sensors are installed on each of the two structures for the pallets to stop on the shuttle. One of them, located in the center of each structure, is used to change the speed of the pallet, and the other two, located at each end of the corresponding structure, are used to stop it. Similarly, one of the above sensors is used to confirm the presence of pallet on the conveyor, at each level. The installed electrical sensors will preferably be of the inductive type.
[0122] The two-level pallet conveyor is designed, on the one hand, with the distance between branches of the structures necessary for the reinforced folded plates, of the specific pallet for vehicles with electric load, to rest on the motorized solid steel wheels, and, on the other hand, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet. Also, the contrast wheels can use the structure of the guide conveyor itself.
[0123]
[0124] 4.4. Pallet lift
[0125]
[0126] The pallet lift collects the pallet from the parking entrance area and transfers it, at the level of the parking lot assigned for storage, to a double pallet shuttle or directly to a pallet conveyor, both single and double. Similarly, it also picks up the pallet, at one level of the specific parking lot, from a double pallet shuttle or directly from a pallet conveyor, both single and double, to take it to the parking entrance area or to another level of the same. It also allows you to rotate the pallet, since
[0127]
[0128]
[0129] that after the user has deposited the vehicle on an empty pallet, in the parking entrance area, the pallet with the vehicle is rotated before storage. Thus, when the user removes the vehicle from the parking lot, said vehicle will be oriented in the direction of travel.
[0130] The elevator for pallet is composed of a fixed metal structure, formed by two lateral metal columns, anchored to the structure where the car park is installed, and a mobile metal structure, called a mobile frame, on which the pallet is deposited, and which It is the part of the elevator that moves vertically inside the parking lot.
[0131] The mobile frame is suspended by lifting chains, and is guided between the two lateral metal columns, in their vertical movement. Said lifting chains connect the mobile frame with the lifting drive group, installed on the top of one of the columns, and a counterweight, which moves along the outside of the column that supports the lifting drive group. The drive of the drive unit is carried out by means of a gearmotor and a drive shaft with pinions.
[0132] The mobile frame is, in turn, composed of a rotating metal structure and a fixed, non-rotating metal structure, articulated by a rotating crown. Said rotating crown is provided with a toothed crown and is driven by a pinion coupled directly to a gearmotor.
[0133] On the rotating metal structure, a pallet conveyor is installed. Said pallet conveyor is composed of a metal structure, anchored to the rotating metal structure. Between the metal structure of the conveyor and the rotating metal structure of the mobile frame, load cells are inserted, to weigh the vehicle when it is deposited on the pallet, in the entrance area of the parking lot.
[0134] The metal structure of the conveyor is formed by two branches, where motorized solid steel wheels are housed, on which the pallet rests during its movement.
[0135] The conveyor is driven by a single geared motor, which connects both branches of the structure. The gearmotor is connected to each branch, in a preferred design, by two elastic couplings. Alternatively it can be connected via a continuous drive shaft. Transmission to motorized solid steel wheels is done by chain sprocket.
[0136] How the elevator can receive the pallet from both sides or transfer the pallet to both sides, on this occasion, three electrical sensors are installed in the structure of the pallet transporter to stop the pallet on the elevator. One of them, located in the center of the structure, is used to change the speed of the pallet, and the other two, located at each end of the structure, are used to stop it. Similarly, one of the above sensors is used to confirm the presence of pallet on the conveyor. The installed electrical sensors will preferably be of the inductive type.
[0137] The elevator pallet conveyor is designed, on the one hand, with the distance between branches of the necessary structures so that the reinforced folded plates, of the specific pallet for vehicles with electric load, rest on the motorized solid steel wheels, and, by on the other hand, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet. Also, the contrast wheels can use the structure of the guide conveyor itself.
[0138]
[0139] The electrical means for pallet storage include:
[0140]
[0141] 4.5. Main installation cabinet
[0142] 4.6. Elevator cabinet
[0143] 4.7. Shuttle cabinet
[0144] 4.8. Zone cabinet
[0145]
[0146] 4.5. Main installation cabinet
[0147]
[0148] The main closet of the installation is installed, usually in an area near the parking entrance area. It basically contains the protection and differential of the main power line that feeds the installation or general service line of the car park, together with its corresponding disconnector.
[0149] The main cabinet feeds the rest of the electrical panels distributed throughout the installation, and communicates with them, through a fieldbus. For this, it contains, on the one hand, all the line protections necessary for feeding these panels and on the other, all the communication modules necessary for that communication with them.
[0150] It also contains the control PLC and the industrial system management PC, along with
[0151]
[0152]
[0153] its corresponding UPS. A DC power supply is used to power all electronics.
[0154] The main cabinet also feeds all the equipment in the parking entrance area, touch screen terminal, quick opening door, dimensional controls and parking aids and safety laser scanners, and communicates with them through a field bus In the event that the main cabinet is not installed in a near the parking entrance area, an additional electrical panel would be used for the power supply of the equipment in the entrance area and its communication. This additional electrical panel would be powered by the main cabinet and communicate with it.
[0155]
[0156] 4.6. Elevator cabinet
[0157]
[0158] The elevator cabinet is usually installed near the elevator lift drive group, on the nearest concrete slab. It contains the necessary protections for feeding the gearmotors of the elevator, elevation, rotation and movement of the pallet in the elevator. It also contains the power inverters necessary to drive these gearmotors. It also contains the communication modules to communicate with the control system. On the other hand, to position the elevator at a certain height of the warehouse, we use a linear laser length meter.
[0159]
[0160] 4.7. Shuttle cabinet
[0161]
[0162] The shuttle cabinet is usually installed on board the shuttle. It contains the necessary protections for the feeding of the shuttle gearmotors, translation and movement of the pallet on the shuttle, which, in this case, having a conveyor at two heights, has two gearmotors for this movement. It also contains the power inverters necessary to drive these gearmotors. It also contains the communication modules to communicate with the control system. To communicate the shuttle with the control system we use communication photocells. On the other hand, to position the shuttle in a certain warehouse position, we use a linear laser length meter.
[0163]
[0164]
[0165] 4.8. Zone cabinet
[0166]
[0167] The zone cabinet is usually installed on each level of concrete slab. The zone cabinet feeds all the cabinets of the shuttles installed within that level of concrete slab, and communicates with them, through a field bus. For this, it contains, on the one hand, all the line protections necessary for feeding these panels and on the other, all the communication modules necessary for that communication with them. For communication with the shuttle frames, communication photocells are used.
[0168] The zone cabinet also feeds all conveyors, both double and single, installed within that level of concrete slab. It contains the necessary protections for feeding the gearmotors of the conveyors.
[0169] The zone cabinet can contain the power inverters necessary for driving the gearmotors of the conveyors. In this case, communication with the drives would be done directly in the table.
[0170] If these drives are not installed in the zone cabinet, they can alternatively be installed directly in the terminal boxes of the conveyor geared motors. In this case, communication with the drives would be done through a fieldbus.
[0171] The zone cabinet also feeds all the gearmotors that drive the charging stations, installed on those conveyors, as we will see later.
[0172] In addition to all of the above, the zone cabinet also feeds some field signal boxes, which collect the signals of the electric sensors of the conveyors and the charging stations installed in them, and communicates with them, with the boxes of signals, through a fieldbus. Generally, a field signal box is installed for each double conveyor, for every two simple conveyors, or for each double conveyor with a single conveyor, including in them the charging stations that are installed in said conveyors.
[0173]
[0174] 5. Electric charging system inside the car park
[0175]
[0176] The electric charging system inside the car park includes:
[0177]
[0178]
[0179] 5.1. Main cargo cabinet
[0180] 5.2. Zone loading cabinet
[0181] 5.3. Cable charging stations
[0182] 5.4. Induction charging stations
[0183]
[0184] 5.1. Main cargo cabinet
[0185]
[0186] For the charging of electric vehicles we use a main charging cabinet for this purpose, different from the main cabinet of the installation. This main load cabinet is usually installed next to the main installation cabinet, in an area close to the parking entrance area.
[0187] The main load cabinet contains essentially the protection and differential of the main power line available for charging electric vehicles, or general connection line for charging the car park, together with its corresponding disconnector. It also contains an electrical interconnection with the main cabinet of the installation, both power and communication.
[0188] Generally, the general service line of the car park and the general service line for the load are usually ordered as independent lines, due to their high power. In the event that we had a single supply line for the entire parking lot, both for the load and for the rest of the installation, this connection would be connected to the main load cabinet, feeding this to the main installation cabinet.
[0189] In the same way, if there was enough space, a single main closet could be built with two zones, one for loading and another for the rest of the installation.
[0190] The main load cabinet feeds the rest of the electrical load panels distributed throughout the installation, and communicates with them, via a fieldbus. For this, it contains, on the one hand, all the line protections necessary for the power supply of these panels and on the other, all the communication modules necessary for that communication with them.
[0191]
[0192] 5.2. Zone loading cabinet
[0193]
[0194] The zone loading cabinet is usually installed on each level of concrete slab, if possible next to the installation zone cabinet, and feeds all the charging stations, only to the electric charging part, as we will see later, both by cable and by induction, installed within that level of concrete slab. For this, it contains all the line protections necessary for the power supply of these charging stations. It also contains a power meter for each power line, to be able to record the consumption of each charging station during the charging process of the batteries of electric vehicles and a power switch, to be able to feed two different powers each electric charging station
[0195]
[0196] First of all, the charging stations that we need have to be independent of the conveyor where they are installed, so that it is the charging station itself that is 'plugged in' to the pallet and it is not the storage media that, in addition to positioning the pallet, the 'plug', as we saw that happens in the current automated parking, which required great positioning accuracy, or what is the same, longer positioning time, slower parking, and higher cost of the necessary equipment.
[0197] The loading stations, object of this invention, can be installed in each conveyor, in the double pallet conveyor, in the second depth, or in the single pallet conveyor. In both cases they are installed under the corresponding metal structures, so that they do not interfere with the movement of the pallet on the conveyor. The pallet positioning process for the loading process, that is, the pallet stop on the conveyor, was already solved very easily, through the electrical sensors installed in it, as we saw earlier.
[0198] Note, as an additional advantage, that the compact design of the double pallet conveyor above allows us, in addition to storing the empty pallet in the first lower one, to install the charging stations under the structure of the second depth, at the height that It occupies the motorization, at the same height as a normal conveyor.
[0199] Secondly, the charging stations must allow a fast charging of the electric vehicle, which implies being able to charge at high powers.
[0200] At present, as we have said before, the solution proposed in the parking lots for current electric vehicles consisted, basically, of connectors in all places, so that the system allowed charging in all places and, in addition, simultaneously. This solution posed both problems. known, the positioning of the pallet in the connector and the load power. It is easily understood that positioning a pallet with a vehicle on a connector and 'plugging it in' during its movement is more complex than having an independent charging station and connecting the station with the pallet stopped. On the other hand, these connectors can work with small powers. To be able to load with high powers we would need a connector that ensures a proper connection, with the right pressure, so that interference in the load does not occur. So we would return to the starting point, it would be even more complex to position and 'plug in'. Finally, being able to charge all at once, and have only one power available, the power per connector would be small. As an example, with these charging systems and the size of the current batteries, a full charge of a medium-sized vehicle would take between 16 and 20 hours of charging and, in addition, if the car is unloaded, to have a minimum of Battery for emergency use, called 'survival' charge, the time needed would be between 4-6 hours.
[0201] In our case, to be able to load at high powers, we need certain charging stations in the installation, less than the number of total seats, in order to distribute the available power between fewer stations. We also need stations that can operate at that power and ensure optimal contact in the charging process at that power. In addition, we will try to ensure that the time of a ‘survival’ charge for all electric vehicles is minimal.
[0202] As a comment, we will add that once the electric vehicle is charged, it will move from the charging station to make way for another vehicle. This ‘intelligent’ load management will be carried out by the installation management system, as we will see later.
[0203] As we have said before, the charging stations, object of this invention, can be installed on each conveyor, on the double pallet conveyor, on the second depth, or on the simple pallet conveyor, so that the maximum number of stations Electric charging, which can be installed in the parking lot, is always less than the number of places to be stored, since it can only be loaded in the second depth of the double pallet conveyor.
[0204] To begin, we will take full advantage of all the power available in the parking lot for the charging process.
[0205] We know that we have a general connection line for the car park, or a power for the installation, and a general connection line for the load, or a
[0206]
[0207]
[0208] load power Well, when the installation was stopped, that is, when you did not have to perform any storage operation, we could use all the power of the installation, also, for the loading process. In these cases, the only power consumption of the installation would be that necessary to power the parking control and management system, consumption that is residual with respect to the power available to power the installation. This situation is quite frequent in automated parking systems, especially at night and on holidays. So, most of the time we will have available for the charging process, both the power for the installation and the power for the load. For this, we carry out the power interconnection between the main installation cabinet and the main load cabinet.
[0209] On the other hand, charging stations are designed for a given maximum load power. Although they are designed for this maximum load power, the charging stations can operate in two modes of operation, either at maximum load power or at nominal load power, logically less than the maximum load power. The ratio between them is 1: 2 generally.
[0210] Well, to calculate the number of minimum charging stations in each installation, we would divide the sum of the powers of the general service line of the car park and the general service line for the load by the nominal design power of the load station . In the event that we had a single rush line for the entire parking lot, we would divide the power of that single rush line by the nominal design power of the previous charging station.
[0211] From here, we will explain in detail the two types of charging stations present in the installation, cable charging stations and induction charging stations.
[0212]
[0213] 5.3. Cable charging stations
[0214]
[0215] Cable charging stations allow charging of the electric vehicle deposited on a pallet, when the vehicle is electrically connected to the pallet via a charging cable. In this specific case, the cable charging stations electrically connect the pallet charging interconnections, installed at the bottom, with the power line of the charging station.
[0216] As we mentioned earlier, the charging process of the electric vehicle at the cable charging station is designed, on the one hand, for an electric charge with three-phase current, and, on the other hand, for communication with direct current.
[0217] The cable charging station is composed of a metal actuator that has an electrically insulated support attached, where suitable copper sections are attached or fixed for the maximum power of the cable charging station. The number of copper sections needed, as we saw in the pallet load interconnections, is at least six, four for three-phase charging, three phases plus earth, and at least two for communication. The copper sections intended for communication can be the same size as the three-phase or smaller ones.
[0218] The metal actuator, which has the electrically insulated support fixed where the copper sections are attached or fixed, is coupled in a preferred design, directly to a geared motor, with the appropriate support structure at the height at which the coupling is produced with the pallet load interconnection Said geared motor lifts the electrically insulated support from its initial position, a position in which the charging station does not interfere with the possible movement of the pallet on the conveyor where it is installed, to its final position, position in which the copper sections the interconnection of the pallet and the cable charging station come into contact. To ensure a flat surface of contract between the two copper sections, the shape of the copper sections, both of the cable charging station and the pallet charging interconnection, will generally be square. In addition, to ensure adequate contact between the copper sections of the two previous elements, the fixing between the electrically insulated support of the charging station and the metallic actuator that drives it is carried out by means of compression springs, of a suitable rigidity to the pressure necessary to ensure proper contact between the previous copper sections.
[0219] Alternatively, instead of directly coupling the metal actuator to the gearmotor, any type of transmission can be inserted between said actuator and the gearmotor. In the same way, a pusher, a lifting platform or any system that causes the vertical movement of the metal actuator can be attached to the metal actuator.
[0220] In any of the above cases, to control the initial and final position of the assembly, two electrical sensors are installed, one for each position. The installed electrical sensors will preferably be of the inductive type. Alternatively, there is the option of adding an encoder to the geared motor that controls
[0221]
[0222]
[0223] its rotation, instead of using the previous electrical sensors.
[0224] In a normal charging process of the electric vehicle by charging cable, the pallet with the electric vehicle when going to the cable charging station, always stops in the same position of the pallet conveyor, both double and single, through the electrical sensors installed in the conveyor. Being the flat contact surface between the copper sections that connect to each other, a minimum friction between them is guaranteed, since no connector has to enter into the other. In addition, the springs guarantee optimum pressure. The cable charging station thus presents a robust design, with simple operation and requiring little future maintenance.
[0225]
[0226] 5.4. Induction charging stations
[0227]
[0228] Induction charging stations allow charging of the electric vehicle deposited on a pallet, without any additional wiring, since the induction charging station itself connects directly to the electric vehicle's batteries, without the need for any interconnection with the pallet
[0229] The induction charging station is composed of an induction charging device that moves vertically, through a lifting mechanism operated by a geared motor. Said gearmotor raises the induction charging device, from its initial position, position in which the charging station does not interfere with the possible movement of the pallet on the conveyor where it is installed, to its final position, position in which the Height between the induction charging device and the electric vehicle's batteries is adequate, and allows the process of charging the batteries. The whole assembly is electrically insulated.
[0230] To control the initial and final position of the assembly, two electrical sensors are installed, one for each position. The installed electrical sensors will preferably be of the inductive type. Alternatively, there is the option of adding an encoder to the geared motor that controls its rotation, instead of using the electrical sensors.
[0231] Similarly in a normal charging process of the electric vehicle by induction, the pallet with the electric vehicle when going to the induction charging station, always stops in the same position of the pallet conveyor, both double and single, through the sensors electrical installed in the conveyor. Once in this position, all you have to do, the induction charging device, is
[0232]
[0233]
[0234] move vertically to reach the appropriate height between the device and the batteries of the electric vehicle, as we have explained above. The induction charging station thus presents a robust design, with simple operation and requiring little future maintenance.
[0235] As we mentioned earlier, all the gearmotors that drive the charging stations, both by cable and by induction, are fed through the installation area cabinet. In the same way, the electrical sensors that control the charging process are wired to the field signal boxes, which in turn are powered by the same installation area cabinet. Thus, the zone charging cabinet only feeds the copper sections of the cable charging station, and the induction charging device, of the induction charging stations.
[0236]
[0237] As a summary of the above, we have presented some independent charging stations, of the conveyor where it is installed, that allow different types of charging, both by cable and by induction, which allow a fast charging of the electric vehicle, which implies being able to charge high powers and also have a robust design.
[0238] Finally, we will talk about the burden of ‘survival’. This aspect is very important for the tranquility of the user who deposits an electric vehicle in a parking lot. The user needs to have the peace of mind that, even if he deposits the electric vehicle with his batteries practically discharged, in a short charging time he could have his electric vehicle in case of urgency or need. This problem is not resolved in the current car parks. We cited earlier as an example, that for a ‘survival’ load, the time needed would be between 4-6 hours.
[0239] In our solution, the charging stations, as we saw earlier, are designed for maximum load power, but they can operate in two operating modes, either at maximum load power or at nominal load power, less than the maximum power of load, in a ratio of 1: 2 generally. Well, the parking management system of our solution, allows as we will see later, for a short time, to load at the charging stations at maximum power. As an example, with the solution presented here, and with the same power available for installation as the previous example, a full load of a medium-sized vehicle would take, in our system at nominal load power, between 3 and 4 hours charging and, in addition, if the car is unloaded, For a 'survival' load, the time required would be about 30 minutes, at maximum load power. In order to carry out all this load management, this 'intelligent management', we need a powerful management system in the installation.
[0240] In this way, the solution presented here has different electric charging speeds, logically depending on the charging power. In a preferred design, we choose two loading speeds, at maximum power and at nominal power. Alternatively we could charge at various charging speeds in each electric charging process.
[0241]
[0242] 6. Parking control and management system with electric vehicle charging
[0243]
[0244] The parking control system, through a PLC, governs or controls all the equipment in the parking entrance area, all the mechanical means for storage and the electric charging system.
[0245] The control system interacts with the user in the parking entrance area, when the user deposits the vehicle, on an empty pallet, for storage or when the user picks up the vehicle that has been stored when it gives the withdrawal order.
[0246] The control system takes care of the entire storage maneuver. Once assigned by the management system the charging station to which the pallet has to go with an electric vehicle, the control system is responsible for transferring the pallet with the vehicle from the entrance area to the corresponding charging station, involving the different teams present in the installation, pallet elevator, double pallet shuttle, pallet conveyors. Similarly, it is responsible for the entire removal maneuver of an electric vehicle, when the user gives the withdrawal order. Once the place of origin is designated by the parking management system, the control system is responsible for transferring the pallet with the vehicle from the corresponding square to the entrance area, involving the different teams present in the installation. Finally, the control system is responsible for controlling the electric charge process inside the car park.
[0247]
[0248] The storage process of an electric vehicle in the parking lot begins when the user deposits the electric vehicle correctly on an empty pallet, located in the pallet elevator, in the parking entrance area, with the parking aid of the control system . Once the vehicle is deposited, the
[0249]
[0250]
[0251] control system verifies the dimensions of the vehicle, through the dimensional controls of the entrance area and the weight of the vehicle, through the load cells of the pallet elevator. Once verified, the user connects the charging cable of the electric vehicle to the pallet, only in the case of charging the electric vehicle by means of a charging cable, obviously not being necessary in the case of charging the electric vehicle by induction. Next, the user makes the request to deposit the vehicle in the parking lot, in the terminal with touch screen installed in an area attached to the parking entrance area. In either case the control system informs the user, through the touch screen of the terminal, if the electrical connection of the charging cable and the pallet is correct, in the case of charging the electric vehicle by means of a charging cable , or, if the vehicle is positioned in the appropriate area of the pallet, in the case of induction electric vehicle charging. Finally, the user confirms the request by means of an identifier.
[0252] Once the control system does not detect the presence of users within the entrance area, through security laser scanners of the entrance area, it closes the access door to said entrance area and continues with the storage process.
[0253] Next, the control system transfers the pallet with the electric vehicle from the entrance area to the charging station assigned by the management system, installed on the corresponding pallet conveyor.
[0254] To do this, the control system transfers the pallet with the electric vehicle through the pallet elevator, where we turn the pallet with an electric vehicle, to store the vehicle in the direction of travel, passing through the double pallet shuttle of the corresponding level and ending in the pallet conveyor with the assigned loading station, or, passing from the pallet elevator directly to the pallet conveyor with the assigned loading station, of the corresponding level.
[0255] Once the pallet elevator is released from this operation, that is, once the pallet elevator transfers the pallet with the electric vehicle to the double pallet shuttle of the corresponding level or directly to the corresponding pallet conveyor, you can go to another level of the car park, to pick up an empty pallet, picking it up from the double pallet shuttle of that level or, directly, from the pallet conveyor of that level, and thus taking it to the parking entrance area.
[0256] Once the pallet with the electric vehicle is in the assigned charging station of the corresponding pallet conveyor, the management system will
[0257]
[0258]
[0259] It communicates to the control system the start of the electric charging process, the type of charging, by cable or induction, the charging time at maximum power, that is, the charging time of 'survival', and if once this is over 'Survival' charge continues or not with the charge at nominal power, until the full charge of the electric vehicle's batteries. If you do not continue with the load at nominal power, the management system assigns you the place to temporarily store the vehicle, until you can reload.
[0260]
[0261] The electric charging process, controlled by the control system, starts once the control system has confirmation that the position of the pallet, on the conveyor corresponding to the assigned charging station, is correct for the start of the charge, through the electrical sensors installed in the conveyor. Once this confirmation occurs, the control system activates the corresponding charging station. In the case of the cable charging station, the control system drives the gearmotor that lifts the metal actuator with the electrically insulated support, where the copper sections are attached or fixed, until it has the confirmation that the contact between the Copper sections of the charging station and the pallet charging interconnection is suitable, through the electrical sensors installed in the charging station.
[0262] In the case of the induction charging station, the control system drives the gearmotor that lifts the induction charging device until it reaches the appropriate height between the device and the batteries of the electric vehicle, which allows the process of charging the batteries , through the electrical sensors installed in the charging station.
[0263] Once this confirmation occurs, the control system allows the 'survival' load, that is, the maximum load power supply of the charging station, by cable or by induction, through the corresponding zone loading cabinet , during the time allocated by the management system.
[0264] If it does not continue with the load at nominal power, the control system transfers the pallet with the electric vehicle from the transporter where the charging station is installed to the transporter where the vehicle is temporarily stored, until it can be recharged.
[0265] If you continue with the load at nominal power, when the charging time ends at maximum load power, the control system changes the power of the charging station from maximum power to nominal load power, through the control cabinet. corresponding zone load.
[0266] The electric charging process ends when the vehicle informs the charging station, both by cable and by induction, that the electric vehicle's battery is charged. In the case of the cable charging station, this communication is carried out through the copper sections of the charging station intended for this purpose. In the case of the induction charging station, this communication is done through the induction charging device itself. Once said communication occurs, the control system cancels the power to the charging station, through the corresponding zone loading cabinet.
[0267] In the case of the cable charging station, the control system drives the gearmotor that descends the metal actuator with the electrically insulated support, where the copper sections are attached or fixed, until it has the confirmation that the charging station does not interfere with the possible movement of the pallet on the corresponding conveyor, through the electrical sensors installed in the charging station.
[0268] In the case of the induction charging station, the control system drives the gearmotor that descends the induction charging device, until it has the confirmation that the charging station does not interfere with the possible movement of the pallet on the corresponding conveyor , through the electrical sensors installed in the charging station.
[0269] Once in this position, the control system communicates to the management system the consumption of the recharge and thus ends the electric charging process of the vehicle.
[0270] Once the loading process is finished, the management system decides whether to leave the pallet with the vehicle at the loading station or store it in another place. In this case, the control system is responsible for transferring the pallet with the vehicle to that new warehouse position. Once this operation is completed, the storage process of an electric vehicle ends.
[0271]
[0272] The process of removing an electric vehicle from the parking lot begins when the user makes the request to remove the vehicle in the parking lot, at the touch screen terminal installed in an area adjacent to the parking entrance area. Once the request is made, the control system transfers the empty pallet from the entrance area to the square assigned by the management system, analogously to that described in the storage process of an electric vehicle. Once the empty pallet is stored, the control system transfers the pallet with the vehicle
[0273]
[0274]
[0275] electric from the square where it is stored to the entrance area, through the pallet conveyor where it is located, passing through the double pallet shuttle of the corresponding level and ending in the pallet elevator, or, passing from the pallet conveyor where It is located to the elevator for pallet directly. In the event that the pallet with the electric vehicle occupied the square corresponding to the second depth of a double pallet conveyor and we had another pallet with the electric vehicle at the first depth of that same conveyor, the control system would transfer the pallet with the electric vehicle from the first depth to the double shuttle for pallets of another level, designated by the management system, depending on the pending operations to be carried out in the parking lot. With which you could already remove the pallet with a desired vehicle. Before removing the vehicle, the user disconnects the charging cable of the electric vehicle from the pallet, only in the case of charging the electric vehicle by means of a charging cable, obviously not being necessary in the case of charging the electric vehicle by induction. Once the operation was completed, the control system would again store the pallet with an electric vehicle deposited in the double pallet shuttle, of that other previous level, in the new location designated by the management system. Once this operation is completed, the removal of an electric vehicle ends.
[0276] Note that the presence of a shuttle per parking level allows us to remove the pallet from the first depth without having to dedicate an exclusive transporter for this operation in the parking lot. In other words, in parking lots with double conveyors without shuttles we have to have an extra conveyor, an empty location, to be able to remove the pallet from the first depth, so this location cannot be used to store a pallet.
[0277] Additionally, in the case of having more than two parking levels, the shuttles of those extra levels can also be used as storage spaces, to be used when the parking lot is full.
[0278]
[0279] Finally, the control system carries at all times, regardless of the process, storage or removal of an electric vehicle, a traceability of the empty pallet or the pallet with an electric vehicle. The process is that the control system, while transferring the pallet with an electric vehicle through the different equipment, pallet elevator, double pallet shuttle, pallet conveyors, also transfers the data associated to the vehicle
[0280]
[0281]
[0282] electrical, from one team to another, at the logical level. The initial data, associated with the electric vehicle, is recorded in a certain area of the PLC memory. Each time the control system confirms the transfer of the pallet with an electric vehicle from one device to another, through the electrical sensors installed in the pallet elevator pallet conveyor structure, in the pallet conveyor structure at two heights of the double shuttle for pallets or in the structure of the pallet conveyors, both double and single, the PLC moves that memory area and communicates it to the management system, to incorporate it into the warehouse map. So the management system knows at all times where each pallet with electric vehicle is located and the information associated with said user. To explain a little more detail how this process works, by way of example, we start from a situation in which we have a pallet, empty or with an electric vehicle, in a team. In this equipment, which we will call home equipment, we will have, at the traceability level, the occupied position bit activated. Well, for the control system to allow the transfer of the pallet to another device, which we will call the destination device, two conditions must be met, one on each device. The first condition that must be met is that, in the original equipment, in addition to the occupied position bit activated, we must have confirmation of the presence of pallet on the equipment, through one of the electrical sensors installed in the structure of the equipment. The second condition that must be met is that, in the destination equipment, in addition to the occupied position bit not activated, we do not have to have a pallet presence on the equipment, through any of the electrical sensors installed in the structure of the equipment. If any of these conditions is not met, the pallet will not move and the control system will give alarm to alert. If both conditions are met, the pallet will be transferred from one device to another. When the control system confirms that the pallet transfer has been carried out, through the electrical sensors installed in the destination equipment structure, the data associated with the pallet, at the logical level, is transferred from the original position to the original position. destination, subsequently deleting the data from the source position. That is what we call displacement of memory areas. Next, the control system communicates it to the management system, to incorporate it into the warehouse map, as we discussed earlier.
[0283] It is worth mentioning that this traceability solution is very advantageous, compared to other RFID solutions, present in current automated car parks, as well as being safer in operation. On the one hand, with the RFID I could not correctly position the pallet in a specific location, it only allows us to know if it is occupied or not. To correctly position the pallet with an electric vehicle on a device or in a specific place, we need the previous electrical sensors installed in the structures of the equipment. On the other hand, the RFID system needs tags and radio frequency antennas. The latter are expensive and a good amount of them is needed to ensure good coverage throughout the parking lot. This system is much more expensive and less secure than a signal cable, which is necessary to receive signals from previous electrical sensors.
[0284]
[0285] The parking management system, through an industrial PC, manages all parking resources. The management system is a computer application that runs on an industrial PC, programmed in programming language, which constantly interacts with the installation control system, so the management system and the control system are in permanent communication.
[0286] The management system is responsible for intelligent load management. The management system, therefore, is responsible for enabling or disabling the parking charging stations, depending on the power available in the installation for the charging process, as we discussed in the previous section. Depending on the storage operations pending in the installation, the management system enables more or less number of charging stations, so that the use of the available power for the charging process is optimal. Likewise, the management system assigns, on the one hand, once the storage process of an electric vehicle has begun, the charging station to which the pallet has to go with an electric vehicle. On the other hand, once the pallet with the electric vehicle is in the assigned charging station, the management system communicates to the control system the start of the electric charging process, the type of charge, by cable or by induction, the charging time at maximum power, the charging time of 'survival', and if once this 'survival' charge is over, it continues or not with the charge at nominal power, until the full charge of the electric vehicle's batteries. If you do not continue charging at nominal power, assign the place to temporarily store the vehicle, until you can reload. If you continue to fully charge the batteries of the electric vehicle, assign the place where the pallet is to be stored with a vehicle, once the charging process is completed. Generally, the charging time at maximum load power, the ‘survival’ charging time, is fixed for all
[0287]
[0288]
[0289] users
[0290] The management system, in the process of removing an electric vehicle, assigns the place in which the empty pallet is to be stored, or the double shuttle for pallets of another level, depending on the pending operations to be carried out in the parking, in the event that the pallet with the electric vehicle occupied the square corresponding to the second depth of a double pallet conveyor and we had another pallet with the electric vehicle at the first depth of that same conveyor.
[0291] The management system has an updated map of the warehouse, which shows which user is stored in each parking space and the charging stations available for the loading process. Know, also, at every moment where each pallet with electric vehicle is located and the information associated with said user. The management system stores all user information: type of vehicle, the type of charge to be carried out, by cable or by induction, if it is in the process of electric charging or if it has already been completed, whether or not it has received the charge from ' Survival 'and recharge consumption.
[0292] The management system allows different tasks to be combined within the parking lot and allows, among other things, the relocation of pallets with electric vehicles when the installation is stopped, that is, when no storage operation is pending. It also elaborates historical movements, with which you can learn the user's guidelines. As an example, the possibility of reserving certain locations, those closest to the parking entrance area, to users who use the parking lot, to prioritize the process of loading the vehicle associated with one user over another, etc., is cited. In this way we use the ‘dead’ times of the installation, in addition to the loading process, also to reposition pallets with vehicles.
[0293] The management system allows users to access information related to the electric charging process, through mobile devices, through an ‘app’ or similar, in real time. This access in addition to insurance, which does not happen with PLCs, provides, among other information, the status of the load and the amount of the recharge made. It also allows other functions to be carried out, such as a request for the withdrawal of an electric vehicle remotely, which allows the electric vehicle to be waiting in the entrance area when the user arrives, or request for withdrawal at an agreed time.
[0294] A fundamental difference between current systems, based on PLCs and the The solution presented here is that, as we saw at the beginning, the PLCs only allow access to the information through the use of SCADAs and OPs, used mainly by the maintenance of the installation, but this information is not accessible by the end user of the installation. It should be remembered that SCADA applications are applications that run on a PC, both normal and industrial, and that mainly allow the display of certain parameters or variable values of the PLC. Therefore, with current systems, control and small management are integrated into the PLC, that is, they are stored in the PLC memory, which is limited. The SCADA is basically just a visualizer. In our solution, the management system is a computer application that runs on an industrial PC, programmed in programming language, such as, for example, C ++. In this case all the management information we need is stored on the PC, whose storage capacity, with respect to a PLC, is unlimited. Also, as we have seen, it allows users to access system information. However, the control is still maintained in the PLC, for operational safety reasons, as we mentioned at the beginning.
[0295]
[0296] BRIEF DESCRIPTION OF THE DRAWINGS
[0297]
[0298] To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, a set of drawings is attached as an integral part of said description, where illustrative and non-limiting nature has been represented. next:
[0299]
[0300] Figure 1.- Shows an overview of an automated parking for electric vehicles.
[0301] Figure 2.- Shows a sectional view of an automated parking for electric vehicles.
[0302] Figure 3.- Shows a detailed view of an automated parking for electric vehicles.
[0303] Figure 4.- Shows the top detail view of a specific pallet for vehicles with electric charge.
[0304] Figure 5.- Shows the bottom detail view of a specific pallet for vehicles with electric charge.
[0305] Figures 6 and 7.- Show the detail of a double conveyor for pallets, with and without pallets, together with electric charging stations.
[0306] Figure 8.- Shows the detail of a double conveyor for pallet of minimum height, together with the electric charging stations.
[0307] Figure 9.- Shows the detail of a simple pallet conveyor, together with the electric charging stations.
[0308] Figure 10.- Shows the detail of a cable charging station.
[0309] Figure 11.- Shows the detail of an induction charging station.
[0310] Figures 12 and 13.- They show a front and rear view of a simple pallet conveyor with a pallet with an electric vehicle, in which the electric vehicle is connected to the pallet by means of a charging cable.
[0311] Figures 14 and 15.- They show a bottom view of a simple pallet conveyor with a pallet with an electric vehicle, during the electric charging process.
[0312] Figure 16.- Shows the detail of a double shuttle for pallets.
[0313] Figure 17.- Shows the detail of an elevator for pallet.
[0314]
[0315] PREFERRED EMBODIMENT OF THE INVENTION
[0316]
[0317] A preferred way of carrying out the invention consists of an automated parking for electric vehicles (1), arranged on a specific pallet for vehicles with electric charge (4), as shown in Figures 1, 2 and 3, with an entrance area (2 ) and a structure (3) below ground level of two concrete levels, where the car park is installed and a pallet elevator (8) with pit (20).
[0318] For storage, at each level of slab, double (5) and single (6) conveyors for pallets are available, together with their respective charging stations, both by cable (16) and by induction (17), and a double shuttle for pallets (7) per level. The safety laser scanner (18) is installed in the entrance area (2). In a zone near the entrance area (2), the terminal with touch screen (19) is mounted, where the user interacts with the parking control and management system. Also in the same area are the main cabinet of the installation (9) together with the main cargo cabinet (14). At each level of the slab, the zone cabinets (10) that feed the field signal boxes (11) and the shuttle cabinet (13) are installed. On the first level of slab, close to the elevator lift drive group, we place the elevator cabinet (12). On the other hand, at each level of slab, the zone loading cabinets (15) are arranged next to the zone cabinets
[0319]
[0320]
[0321] previous (10). These zone loading cabinets (15) feed the charging stations, both by cable (16) and by induction (17), installed on each double (5) and single (6) conveyor for pallets, of each level.
[0322] Figures 4 and 5 show the design of a specific pallet for vehicles with electric charge (4). In the top view you can see the metal structure with floor (21). In the lateral part the reinforced folded sheets (22) appear, rigidly connected to the metal structure with floor (21). In the same structure (21) above, the contrast wheels (23) are mounted in the four corners. The floor, in this design, is divided into two zones, the central area of the floor (24), raised with projections, and the lateral areas of the floor (25). In the central area of the floor (24) the female connectors (26) are installed on both sides for the possible charging of the electric vehicle (1) by means of a charging cable, inserted in a box of insulating material. Above the connectors (26), the spring-loaded metal sliding covers (27) are placed. Also in the central area of the ground (24) the zones are distinguished for the possible charging of the electric vehicle by induction (28).
[0323] In the bottom view of the pallet (4) we observe the load interconnections (29), symmetrically arranged. In this case two interconnections have been arranged, but more can be installed. The more interconnections installed, the more cable charging stations (16) will have to be installed on the corresponding conveyors. In these interconnections (29) the electrically insulated support (30) is appreciated where the copper sections (31) are fixed or screwed. The front support (30) can be a mechanized insulating plastic, screwed to the pallet (4), where the copper sections (31) are screwed. It is also appreciated, in this view, the necessary hole in the ground in the areas for the possible charging of the electric vehicle by induction (28), since the induction charging station (17) has to enter into the pallet structure (21) to approach the top of the ground, during the induction charging process.
[0324] Figures 6, 7 and 8 show the design of a double pallet conveyor (5), with and without pallets (4), together with the electric charging stations, both by cable (16) and by induction (17) . Figure 7 shows the detail of the conveyor (5). The conveyor (5) is composed of two structures connected at the same level, the first depth (32) and the second depth (33), and a structure connected at the lower level, the first lower (34). Each metal structure (32, 33 and 34) is formed by two branches, where motorized solid steel wheels (35) are housed. The conveyor drive (5) is carried out by means of only two gearmotors (36) attached to each branch, in this design by elastic couplings (37). On each of the structures (32, 33 and 34) the electrical sensors (38) are installed, two in each structure (32 and 33) while the first lower one (34) only one is installed.
[0325] Figure 6 shows the design detail of the double pallet conveyor (5). As can be seen, the distance between branches of the structures (32, 33 and 34) allows the reinforced folded plates (22), of the pallet (4) specific for vehicles (1) with electric load, to rest on the solid steel wheels motorized (35). In addition, the minimum width of the structures (32, 33 and 34) of each branch, which are integrated within the height of the pallet (4), can be seen in the enlarged view. It is also appreciated how the contrast wheels (23) of the pallet (4) use the structure (32, 33 and 34) of the guide conveyor (5) itself. This solution allows us to store an empty pallet (4) on the lower level (34).
[0326] Figure 8 shows the detail of a double conveyor for pallet (5) of minimum height, where you can clearly see the compact design of the conveyor (5), which allows you to take advantage of the height of the motorization necessary to incorporate a lower level, the lower first (34), which we will use to store the empty pallet (4), moving the motorization of the assembly below the second depth (33). It also allows us to install the charging stations, both by cable (16) and by induction (17), under the structure of the second depth (33). With the same height of a conventional conveyor we have included a motorized lower level, to be able to store the empty pallet (4) and we have added the loading stations (16 and 17).
[0327] Figure 9 shows the design of a simple pallet conveyor (6), together with the electric charging stations, both by cable (16) and by induction (17). The conveyor (6) is composed of a single structure (39). Each metal structure (39) is formed by two branches, where motorized solid steel wheels (35) are housed. The conveyor (6) is driven by a single gearmotor (36) attached to each branch, in this design by elastic couplings (37). The electrical sensors (38) are installed on the structure (39).
[0328] Figure 10 shows the design of a cable charging station (16), in the initial position, or position in which it is not connected with the pallet (4), and in the final position or position in which it is connect with the pallet (4). The charging station (16) consists of a metal actuator (40) that has an electrically insulated support (41) attached, where the copper sections (42) are attached or fixed. The support anterior (41) can be a mechanized insulating plastic, screwed to the actuator (40), where the copper sections (42) are screwed in turn. The union of the actuator (40), in this design, is done by means of a bolt with bushings (43) and springs (44) of the rigidity necessary to ensure a good contact between the station (16) and the pallet (4).
[0329] In order to appreciate the detail of the springs (44), an enlarged view of the cable charging station (16) has been taken in the initial position and rotated to be able to appreciate said springs (44).
[0330] As can be seen, the metal actuator (40) is directly coupled to a gearmotor (45), with its appropriate support structure (46). The electrical sensors (47) that control the initial and final positions of the assembly are installed in its support structure (48). The whole set is protected with a metal fairing (49). The cable charging station (16) is fed through the cable (50) from the zone charging cabinet (15).
[0331] Figure 11 shows the design of an induction charging station (17), in the initial position, or position in which it is not connected to the electric vehicle (1), and in the final position or position in which It connects with the electric vehicle (1). The charging station (17) is composed of an induction charging device (51) that moves vertically, through a lifting mechanism driven by a geared motor (52), with its support structure (53). The electrical sensors (54) that control the initial and final positions of the assembly are installed in the support structure (53). The whole assembly is electrically insulated by means of a bellows type insulator (55). The induction charging station (17) is fed through the cable (50) from the zone charging cabinet (15).
[0332] To illustrate the charging process, both by cable and by induction, a front and rear view of a simple pallet conveyor (6) with a pallet (4) with electric vehicle (1) is shown in figures 12 and 13. which the electric vehicle (1) is connected to the pallet (4) by a charging cable. This figure also shows the design detail of the simple pallet conveyor (6). As can be seen, the distance between branches of the structure (39) allows the reinforced folded plates (22), of the pallet (4) specific for vehicles (1) with electric load, to rest on the motorized solid steel wheels (35) . It is also appreciated how the contrast wheels (23) of the pallet (4) use the structure (39) of the guide conveyor (6).
[0333] A bottom view of the single pallet conveyor is shown in Figures 14 and 15
[0334]
[0335]
[0336] (6) above with a pallet (4) with electric vehicle (1) during the electric charging process. Figure 14 shows, in particular, an electric vehicle (1) connected to the pallet (4) by a charging cable, charging at a cable charging station (16). In this case the cable charging station (16) is shown in the final position, connected to the pallet (4). In Fig. 15, analogously, an electric vehicle (1) is shown charging in an induction charging station (17). In this case the induction charging station (17) is shown in the final position, position in which the height between the induction charging device (51) and the electric vehicle batteries (1) is adequate, and allows the process of battery charge. As can be seen, the induction charging station (17) enters the pallet structure (21) to approach the top of the floor, during the induction charging process. In this case the battery of the electric vehicle (1) is in the front of the vehicle.
[0337] Figure 16 shows the design of a double shuttle for pallets (7), which consists of a metal structure (56), supported by four wheels, two driving wheels (57) and two free wheels (58). The only gearmotor (59) drives these two driving wheels (57), by means of two elastic couplings (60). On the metal structure (56) a pallet conveyor is installed at two heights (61). Each metal structure is formed by two branches, where motorized solid steel wheels are housed (35). The electrical sensors (38) are installed on the structure of the pallet conveyor at two heights (61). As in the case of double (5) and single (6) conveyors, the distance between branches of the pallet conveyor structures at two heights (61) allows the reinforced folded sheets (22) of the pallet (4) specific for vehicles (1) with electric load, rest on the motorized solid steel wheels (35) and that the contrast wheels (23) of the pallet (4) can use the pallet conveyor structure at two heights (61) as guide. The shuttle cabinet (13) is installed on one of the sides.
[0338] Figure 17 shows the design of a pallet elevator (8) consisting of two lateral metal columns (62) and a mobile frame, suspended by lifting chains (63) that connect to the lifting drive group , driven by a gearmotor (65) and a drive shaft with pinions (66), and a counterweight (64). The mobile frame consists, in turn, of a rotating metal structure (67) and a fixed metal structure (68), articulated by a rotating crown (69). On the rotating metal structure (67), a pallet conveyor (70) is installed. The metal structure of the conveyor (70) is formed by two branches, where motorized solid steel wheels are housed (35). The electrical sensors (38) are installed on the structure of the pallet conveyor (70). As in the case of double (5) and single (6) conveyors, the distance between branches of the pallet conveyor structure (70) allows the reinforced folded sheets (22), of the pallet (4) specific for vehicles (1) with electric load, rest on the motorized solid steel wheels (35) and that the contrast wheels (23) of the pallet (4) can use the conveyor structure itself for guide pallet (70).
[0339]
[0340] INDUSTRIAL APPLICATION
[0341]
[0342] This invention is applicable in any building, both residential and office.

权利要求:
Claims (39)
[1]
1. Automated parking for electric vehicles (1), stored on pallets (4), with different types of electric charging, with different electric charging speeds, with independent charging stations for different types of electric charging, with an intelligent management system of the electric charge, which includes:
- A parking entrance area (2).
- A structure where the car park is installed (3).
- A specific pallet for electric vehicles with electric charge (4). - Mechanical and electrical means for the storage of pallets (4).
- Electric charging system inside the parking lot.
- Parking control and management system with electric vehicle charging (1).
[2]
2. Automated parking for electric vehicles (1) according to claim 1 characterized in that in the entrance area of the parking lot (2) there are all the dimensional controls and parking aids, because access to said area is made through a quick opening door , because safety laser scanners (18) are installed there and because a touch screen terminal (19) is installed in a nearby area.
[3]
3. Automated parking for electric vehicles (1) according to claim 1 characterized in that the structure where the car park is installed (3) is essentially concrete, with concrete slabs and pillars, of at least two parking levels.
[4]
4. Automated parking for electric vehicles (1) according to claim 1 characterized in that each parking space is associated with a specific pallet for electric vehicles with electric charge (4).
[5]
5. Automated parking for electric vehicles (1) according to claim 1 and 4 characterized in that the specific pallet for electric vehicles with electric charge (4) consists of a metal structure (21) with floor, provided with contrast wheels (23) for pallet guidance, and because the structure
4
metallic (21) ends in reinforced folded sheets (22), which are used to support the pallet (4) during its movement.
[6]
6. Automated parking for electric vehicles (1) according to claim 1, 4 and 5 characterized in that in the specific pallet for electric vehicles with electric charge (4), for the possible charging of the electric vehicle (1) by means of a charging cable, in The central part of the floor (24) is installed with female connectors (26), protected by a sliding metal cover with spring (27).
[7]
7. Automated parking for electric vehicles (1) according to claim 1, 4 and 5 characterized in that in the specific pallet for electric vehicles with electric charge (4), for the possible charging of the electric vehicle (1) by means of a charging cable, in the lateral parts of the floor (25) are installed female connectors (26), protected by a metal sliding cover with reinforced spring (27).
[8]
8. Automated parking for electric vehicles (1) according to claim 1, 4, 5, 6 and 7 characterized in that in the specific pallet for electric vehicles with electric charge (4), for the possible charging of the electric vehicle (1) by means of a cable of load, in the lower part of the pallet (4), the load interconnections (29) are installed, in duplicate, placed symmetrically with respect to the longitudinal axis of the pallet (4), wired to the female connectors of the pallet (26) with cable electric power and signal, for communication, also installed on the bottom of the pallet (4). Because the power cable for charging, is for three-phase current, three phases plus earth, of adequate section for the maximum charging power available at the electric cable charging stations (16) of the parking lot. Because the signal cable, for communication, is for DC power, with at least two wires. Because the charging interconnections (29) are composed of an electrically insulated support (30), where copper sections (31) suitable for the maximum charging power of the cable electric charging station (16) of the parking. Because the number of copper sections (31) needed is at least six, four for three-phase charging, three phases plus earth, and at least two for communication. And because the copper sections (31) intended for communication can be the same size as the three-phase or smaller ones.
[9]
9. Automated parking for electric vehicles (1) according to claim 1, 4, 5, 6, 7 and 8 characterized in that in the specific pallet for electric vehicles with electric charge (4), for the possible charging of the electric vehicle (1) by induction se located in the central part of the ground (24) some areas in the ground (28) made of insulating non-metallic material, which allows it to be crossed by the field generated in the induction charging process, while electrically isolating the rest of the pallet (4) of the same previous field generated by said loading process.
[10]
10. Automated parking for electric vehicles (1) according to claim 1 characterized in that the mechanical means for storing the pallets (4) comprise double pallet conveyors (5), single pallet conveyors (6), double pallet shuttles (7 ) and pallet lifts (8). And because the minimum mechanical means for the storage of pallets (4) are two double conveyors for pallets (5) or two simple conveyors for pallets (6) and a lift for pallets (8).
[11]
11. Automated parking for electric vehicles (1) according to claim 1 and 10 characterized in that the double pallet conveyor (5) is composed of three metal structures, connected to each other. Because each metal structure is formed by two branches, where motorized solid steel wheels (35) are housed, on which the pallet (4) rests during its movement. Because two of these three structures, first (32) and second depth (33), are at the same level and the third structure, first lower (34), is below the first depth (32).
[12]
12. Automated parking for electric vehicles (1) according to claim 1, 10 and 11 characterized in that in the double pallet conveyor (5) the first (32) and second depth (33) have independent movements, while the first lower (34 ), moves synchronously with the second depth (33). Because the drive of the conveyor (5) is carried out by means of two unique gearmotors (36), which connect both branches of the structures, the gearmotor (36) of the first depth (32) being placed in front of the second depth (33), a continuation of the structure of the first lower (34). Because the transmission to the motorized solid steel wheels (35) is done by chain sprocket. And because for the stop of the pallets (4) on the conveyor (5), both in first (32) and in second depth (33), two electrical sensors (38) are installed, while for the first lower one (34) , only one electric sensor is installed (38).
[13]
13. Automated parking for electric vehicles (1) according to claim 1, 10 and 11 characterized in that in the double pallet conveyor (5) the first
4
(32), second depth (33) and first lower (34), have independent movements. Because the conveyor drive (5) is carried out by means of three gearmotors (36), which connect both branches of the structures. Because the transmission to the motorized solid steel wheels (35) is done by chain sprocket. And because for the stop of the pallets (4) on the conveyor (5) two electrical sensors (38) are installed in each structure.
[14]
14. Automated parking for electric vehicles (1) according to claim 1, 10, 11, 12 and 13 characterized in that the double pallet conveyor (5) is designed, on the one hand, with the distance between branches of the structures necessary for the Reinforced folded plates (22), of the specific pallet for vehicles with electric load (4), rest on the motorized solid steel wheels (35), and, on the other hand, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet (4). Because, in addition, the contrast wheels (23) of the pallet (4) can use the structure of the guide conveyor (5) itself. And because we incorporate the lower level, the first lower (34), which we will use to store an empty pallet (4), moving the motorization of the assembly below the second depth (33) to achieve a compact design and efficient pallet management (4) empty.
[15]
15. Automated parking for electric vehicles (1) according to claim 1 and 10 characterized in that the simple pallet conveyor (6) is composed of a metal structure (39) formed by two branches, where motorized solid steel wheels are housed (35) , on which the pallet (4) rests during its movement. Because the drive of the conveyor (6) is carried out by means of a single gearmotor (36), which connects both branches of the structure. Because the transmission to the motorized solid steel wheels (35) is done by chain sprocket. Because two electrical sensors (38) are installed to stop the pallets (4) on the conveyor (6). Because it is designed, on the one hand, with the distance between branches of the structures necessary for the reinforced folded plates (22), of the specific pallet for vehicles with electric load (4), to rest on the motorized solid steel wheels (35) , and, on the other hand, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet (4). And because, in addition, the contrast wheels (23) of the pallet (4) can use the structure of the guide conveyor (6) itself.
[16]
16. Automated parking for electric vehicles (1) according to claim 1 and 10 characterized in that the double pallet shuttle (7) is composed of a metal structure (56), supported on four wheels, two driving wheels (57) and two free wheels (58). Because all four wheels are made of steel, coated with a polyurethane band. Because the drive group is composed of a single gearmotor (59), which drives those two driving wheels (57). Because on the metal structure (56) a pallet conveyor is installed at two heights (61), composed of two independent metal structures, each formed by two branches, where motorized solid steel wheels (35) are housed, on those supported by the pallet (4) during its movement. Because the conveyor drive (61) is carried out by means of two independent gearmotors, which connect both branches of the structures. Because the transmission to the motorized solid steel wheels (35) is done by chain sprocket. Because electrical sensors (38) are installed on the structure of the conveyor (61). Because the conveyor (61) is designed, on the one hand, with the distance between branches of the structures necessary for the reinforced folded plates (22), of the specific pallet for vehicles with electric load (4), to rest on the steel wheels motorized massifs (35), and, on the other hand, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet (4). In addition, the contrast wheels (23) of the pallet (4) can use the structure of the guide conveyor (61) itself. And because on one of the sides the shuttle cabinet (13) is installed.
[17]
17. Automated parking for electric vehicles (1) according to claim 1 and 10 characterized in that the pallet elevator (8) is composed of two lateral metal columns (62) and a mobile frame, suspended by lifting chains (63) which they connect with the lifting drive group and a counterweight (64). Because the drive of the drive group is carried out by means of a gearmotor (65) and a transmission shaft with pinions (66). Because the mobile frame is composed, in turn, of a rotating metal structure (67) and a fixed metal structure (68), articulated by a rotating crown (69). Because said rotating crown is provided with a toothed crown and is driven by a pinion coupled directly to a gearmotor. Because on the rotating metal structure (67), a pallet conveyor (70) is installed. Because said pallet conveyor (70) is composed of a metal structure, and between it and the rotating metal structure of the mobile frame (67), some load cells Because the metal structure of the conveyor (70) is formed by two branches, where motorized solid steel wheels (35) are housed, on which the pallet (4) rests during its movement. Because the conveyor drive (70) is carried out by means of a single gearmotor, which connects both branches of the structure. Because the transmission to the motorized solid steel wheels (35) is done by chain sprocket. Because the electrical sensors (38) are installed on the pallet conveyor structure (70). And because the conveyor (70) is designed, on the one hand, with the distance between branches of the structures necessary for the reinforced folded plates (22), of the specific pallet for vehicles with electric load (4), to rest on the wheels of solid motorized steel (35), and, on the other hand, with the minimum width of the structure of each branch so that this structure is integrated within the height of the pallet (4). And because, in addition, the contrast wheels (23) of the pallet (4) can use the structure of the guide conveyor (70) itself.
[18]
18. Automated parking for electric vehicles (1) according to claim 1 characterized in that the electrical means for storing the pallets (4) comprise a main installation cabinet (9), zone cabinets (10), elevator cabinets ( 12) and shuttle cabinets (13). And because the minimum electrical means for storing the pallets (4) are a main installation cabinet (9), a zone cabinet (10) and an elevator cabinet (12).
[19]
19. Automated parking for electric vehicles (1) according to claim 1 and 18, characterized in that the main cabinet of the installation (9) feeds both the zone cabinets (10), and the elevator cabinets (12) and Communicate with them, through a fieldbus. Because it contains the control PLC and the industrial system management PC, along with its corresponding UPS. And because it also feeds all the equipment in the parking entrance area and communicates with them through a field bus.
[20]
20. Automated parking for electric vehicles (1) according to claim 1 and 18, characterized in that the zone cabinet (10) is generally installed on each level of concrete slab, feeds all the shuttle cabinets (13), all Conveyors, both double (5) and single (6), and to all the gearmotors that drive the loading stations installed on those conveyors, installed within that level of concrete slab, and communicates with them, via a bus field. And because it also feeds some boxes of
4
field signals (11), which collect the signals from the electric sensors of the conveyors (38) and from the charging stations installed in them, and communicate with them, with the signal boxes (11), through a field bus
[21]
21. Automated parking for electric vehicles (1) according to claim 1 characterized in that the electric charging system inside the parking comprises a main charging cabinet (14), zone charging cabinets (15), cable charging stations (16) and induction charging stations (17). And because the minimum electric charging system inside the car park is a main charging cabinet (14), a zone charging cabinet (15) and a cable charging station (16) or an induction charging station (17) .
[22]
22. Automated parking for electric vehicles (1) according to claim 1 and 21 characterized in that the main load cabinet (14) contains an electrical interconnection with the main cabinet of the installation (9), both power and communication, feeds all the zone loading cabinets (15) and communicates with them, through a field bus.
[23]
23. Automated parking for electric vehicles (1) according to claim 1 and 21 characterized in that the zone loading cabinet (15) is generally installed on each level of concrete slab and feeds all charging stations, only the part of electric charge, both by cable (16) and by induction (17), installed within that level of concrete slab. And because it contains a current counter and a current switch for each power line.
[24]
24. Automated parking for electric vehicles (1) according to claim 1 and 21 characterized in that the charging stations, both by cable (16) and by induction (17), can be installed on each conveyor, on the double pallet conveyor (5 ), in the second depth (33), or in the simple pallet conveyor (6), installed under the corresponding metal structures, so that they do not interfere with the movement of the pallet (4) on the conveyor, being independent of the conveyor where are installed
[25]
25. Automated parking for electric vehicles (1) according to claim 1, 21 and 24 characterized in that the charging stations, both by cable (16) and by induction (17), are designed for a certain maximum load power and can operate in two modes of operation, either at maximum load power or at nominal load power. Because operating at nominal power allows a fast charging of the electric vehicle (1). Because operating at maximum power, for a certain short time, allows a minimum charging time
4
of ‘survival’ of the electric vehicle (1). Because they present, in this way, different speeds of electric charge, depending on the power of electric charge. And because to be able to perform all this load management, this ‘intelligent management’, we need a powerful installation management system.
[26]
26. Automated parking for electric vehicles (1) according to claim 1, 21, 24 and 25 characterized in that for an optimum use of all the power available in the parking lot for the charging process, we calculate the number of minimum charging stations, both by cable (16) as per induction (17), dividing the sum of the powers of the general supply line of the car park and the general connection line for the load by the nominal design power of the charging station, and in the case If we had a single rush line for the entire parking lot, we would divide the power of that single rush line by the nominal design power of the previous charging station.
[27]
27. Automated parking for electric vehicles (1) according to claim according to claim 1, 21, 24, 25 and 26 characterized in that the cable charging station (16) is composed of a metal actuator (40) that has an electrically insulated support attached (41), where the copper sections (42) suitable for the maximum power of the cable charging station (16) are coupled or fixed, and the number of copper sections (42) required is at least six, four for three-phase load, three phases plus earth, and at least two for communication. And because the copper sections (42) intended for communication can be the same size as the three-phase or smaller ones.
[28]
28. Automated parking for electric vehicles (1) according to claim 1, 21, 24, 25, 26 and 27 characterized in that in the cable charging station (16) the metal actuator (40) is coupled directly, or through a transmission , to a gearmotor (45), with the support structure (46) appropriate to the height at which the hitch occurs with the pallet load interconnection (29).
[29]
29. Automated parking for electric vehicles (1) according to claim 1, 21, 24, 25, 26 and 27 characterized in that in the cable charging station (16) the metal actuator (40) is coupled to a pusher, a lifting platform or any system that causes the vertical movement of the metal actuator (40).
[30]
30. Automated parking for electric vehicles (1) according to claim 1, 21, 24, 25, 26, 27, 28 and 29 characterized in that in the cable charging station (16) the gearmotor (45) raises the electrically insulated support ( 41) from your initial position, position in which the charging station (16) does not interfere with the possible movement of the pallet (4) on the conveyor where it is installed, until its final position, position in which the copper sections (31) of the load interconnection of the pallet (29) and the copper sections (42) of the cable charging station (16) come into contact. Because to ensure a flat surface of contract between both copper sections, the shape of the copper sections, both of the cable charging station (16) and the pallet charging interconnection (29), will generally be square. Because the fixing between the electrically insulated support (41) of the cable charging station (16) and the metal actuator (40) that drives it is carried out by means of compression springs (44), of a suitable pressure rigidity necessary to ensure adequate contact between the previous copper sections. And because, to control the joint initial and final position, two electrical sensors (47) are installed.
[31]
31. Automated parking for electric vehicles (1) according to claim 1,21,24,25 and 26 characterized in that the induction charging station (17) is composed of an induction charging device (51), which moves vertically, through a lifting mechanism operated by a gearmotor (52). Because said gearmotor (52) lifts the induction charging device (51) from its initial position, a position in which the charging station (17) does not interfere with the possible movement of the pallet (4) on the conveyor where the same, until its final position, position in which the height between the induction charging device (51) and the batteries of the electric vehicle (1) is adequate, and allows the process of charging the batteries. Because the whole assembly is electrically isolated (55). And because, to control the joint initial and final position, two electrical sensors (54) are installed.
[32]
32. Automated parking for electric vehicles (1) according to claim 1 characterized in that the parking control system with electric vehicle charging (1), through a PLC, governs or controls all the equipment in the parking entrance area ( 2), all mechanical means for storage and electric charging system, interacts with the user in the parking entrance area (2). Because it takes care of all the storage maneuver, all the withdrawal maneuver of an electric vehicle, when the user gives the withdrawal order and because it controls the process of electric charging inside the parking lot.
one
[33]
33. Automated parking for electric vehicles (1) according to claim 1 and 32 characterized in that the parking control system with electric vehicle charging (1), carries at all times, a traceability of the empty pallet (4) or the pallet (4) ) with electric vehicle (1). Because the process is that the control system, while transferring the pallet (4) with an electric vehicle (1) through the different equipment, transfers the data associated with the electric vehicle (1), from one equipment to another , at the logical level. And because the initial data associated with the electric vehicle (1) is recorded in a certain area of the PLC memory, and each time the control system confirms the transfer of the pallet (4) with electric vehicle (1) of a device to another, through the electrical sensors installed in them (38), the PLC moves that memory area and communicates it to the management system, to incorporate it into the warehouse map.
[34]
34. Automated parking for electric vehicles (1) according to claim 1 characterized in that the parking management system with electric vehicle charging (1), through an industrial PC, manages all parking resources. And because it is a computer application that runs on an industrial PC, programmed in programming language, which constantly interacts with the installation control system, so the management system and the control system are in permanent communication.
[35]
35. Automated parking for electric vehicles (1) according to claim 1 and 34 characterized in that the parking management system with electric vehicle charging (1) is responsible for the intelligent management of the load. Because it is responsible for enabling or disabling parking charging stations, depending on the power available in the installation for the charging process. Because it assigns, once the storage process of an electric vehicle (1) begins, the charging station to which the pallet (4) has to go with an electric vehicle (1). Because, once the pallet (4) with the electric vehicle (1) is in the assigned charging station, it communicates to the control system the start of the electric charging process, the type of charge, by cable or by induction, the charging time at maximum power, the charging time of 'survival', and if once this 'survival' charge is over, it continues or not with the charge at nominal power, until the full charge of the electric vehicle's batteries. Because if you do not continue with the load at nominal power, assign the place to temporarily store the vehicle, until you can reload. And because if it continues until loading
two
complete with the electric vehicle batteries, assign the place where the pallet is to be stored with a vehicle.
[36]
36. Automated parking for electric vehicles (1) according to claim 1, 34 and 35 characterized in that the parking management system with electric vehicle charging (1), in the process of removing an electric vehicle (1), assigns the place in which the empty pallet (4) is to be stored, or the double shuttle for pallets (7) of another level, depending on the pending operations to be carried out in the parking lot, in the case that the pallet (4) with the electric vehicle (1) will occupy the square corresponding to the second depth (33) of a double pallet conveyor (5) and we would have another pallet (4) with the electric vehicle (1) in the first depth (32) of that same conveyor (5).
[37]
37. Automated parking for electric vehicles (1) according to claim 1, 34, 35 and 36 characterized in that the parking management system has an updated map of the warehouse, which shows which user is stored in each parking space and charging stations available for the loading process. Because he knows at all times where each pallet (4) with electric vehicle (1) and the information associated with said user. Because it stores all user information: type of vehicle, the type of charge to be carried out, by cable or by induction, if it is in the process of electric charging or if it has already been completed, whether or not it has received the 'survival' charge and Recharge consumption. Because it allows to combine different tasks inside the parking lot and allows, among other things, the relocation of pallet (4) with electric vehicles (1) when the installation is stopped, that is, when no storage operation is pending. Because it elaborates historical movements, with which you can learn the user's guidelines. And because it allows users to access information related to the electric charging process, through mobile devices, through an 'app' or similar, in real time, and allows other functions to be carried out, such as a request to remove an electric vehicle (1) in remote, which allows the electric vehicle (1) to be waiting in the entrance area (2) when the user arrives, or request to withdraw at an agreed time.
[38]
38. Procedure for storing an electric vehicle (1) in an automated parking for electric vehicles (1) according to claims 1 to 37 characterized in that:
The storage process starts when the user deposits the electric vehicle (1) correctly on an empty pallet (4), located in the elevator to pallet (8), in the entrance area of the parking lot (2), with the parking aid of the control system. Because once deposited the vehicle (1), the control system verifies the dimensions of the vehicle, through the dimensional controls of the entrance area (2) and the weight of the vehicle, through the load cells of the elevator to pallet (8). Because once verified, the user connects the charging cable of the electric vehicle (1) to the pallet (4), only in the case of charging the electric vehicle (1) by means of a charging cable, obviously not being necessary in the electric vehicle charging case (1) by induction. Because then, the user makes the request of deposit of the vehicle (1) in the parking lot, in the terminal with touch screen (19) installed in an area adjacent to the parking entrance area (2). Because, in either case, the control system informs the user, through the touch screen of the terminal (19), if the electrical connection of the charging cable and the pallet (4) is correct, in the case of electric vehicle charging (1) by means of a charging cable, or, if the vehicle (1) is positioned in the appropriate area of the pallet (28), in the case of electric vehicle charging (1) by induction. Because to end the user confirms the request by means of an identifier.
Because once the control system does not detect the presence of users within the entrance area (2), through security laser scanners (18) of the entrance area (2), close the access door to said area input (2) and continue with the storage process.
Because the control system then transfers the pallet (4) with the electric vehicle (1) from the entrance area (2) to the charging station assigned by the management system, installed on the corresponding pallet conveyor. Because, for this, the control system transfers the pallet (4) with the electric vehicle (1) through the pallet elevator (8), where we rotate the pallet (4) with electric vehicle (1), to store the vehicle (1) in the direction of travel, passing through the double pallet shuttle (7) of the corresponding level and ending in the pallet conveyor with the assigned loading station, or passing from the pallet elevator (8) directly to the conveyor for pallet with the assigned charging station, of the corresponding level. Because once the pallet elevator (8) is released from this operation, you can go to another level of the car park to pick up an empty pallet (4), picking it up from the double pallet shuttle (8) of that level or, directly, from the pallet conveyor of that level, and take it to the parking entrance area (2).
4
Because once the pallet (4) with the electric vehicle (1) is in the assigned charging station of the corresponding pallet conveyor, the management system communicates to the control system the start of the electric charging process, the type of charging, by cable or by induction, the charging time at maximum power, that is, the charging time of 'survival', and if once this 'survival' charge is finished it continues or not with the load at nominal power, until the full charge of the electric vehicle's batteries. Because if it does not continue with the load at nominal power, the management system assigns the place to temporarily store the vehicle, until it can reload.
Because the electric charging process, controlled by the control system, starts once the control system has confirmation that the position of the pallet, on the conveyor corresponding to the assigned charging station, is correct for the start of charging , through the electrical sensors (38) installed in the conveyor. Because once this confirmation occurs, the control system activates the corresponding charging station. Because in the case of the cable charging station (16), the control system drives the gearmotor (45) that lifts the metal actuator (40) with the electrically insulated support (41), where the sections of the copper (42), until you have confirmation that the contact between the copper sections of the cable charging station (16) and the pallet charging interconnection (29) is adequate, through the electrical sensors ( 47) installed in the charging station (16). Because in the case of the induction charging station (17), the control system drives the gearmotor (52) that lifts the induction charging device (51) until it reaches the appropriate height between the device (51) and the batteries of the electric vehicle (1), which allows the battery charging process, through the electric sensors (54) installed in the charging station (17).
Because once this confirmation occurs, the control system allows the 'survival' load, that is, the maximum load power supply of the charging station, by cable (16) or by induction (17), through of the corresponding zone loading cabinet (15), during the time allocated by the management system. Because if it does not continue with the load at nominal power, the control system transfers the pallet (4) with the electric vehicle (1) from the transporter where the charging station is installed to the transporter where the vehicle is temporarily stored, until it can return to load.
Because if it continues with the load at nominal power, when the time of load at maximum load power, the control system changes the power of the charging station from maximum power to nominal load power, through the corresponding zone loading cabinet (15).
Because the electric charging process ends when the vehicle (1) informs the charging station, both by cable (16) and by induction (17), that the electric vehicle's battery (1) is charged. Because in the case of the cable charging station (16), this communication is carried out through the copper sections (42) of the charging station (16) intended for this purpose. Because in the case of the induction charging station (17), this communication is carried out through the induction charging device itself (51). Because once said communication occurs, the control system cancels the power to the charging station, through the corresponding area charging cabinet (15).
Because in the case of the cable charging station (16), the control system drives the gearmotor (45) that descends the metal actuator (40) with the electrically insulated support (41), where the sections of the copper (42), until you have the confirmation that the charging station (16) does not interfere with the possible movement of the pallet (4) on the corresponding conveyor, through the electrical sensors (47) installed in the charging station (16).
Because in the case of the induction charging station (17), the control system drives the gearmotor (52) that descends the induction charging device (51), until it has the confirmation that the charging station (17 ) does not interfere with the possible movement of the pallet (4) on the corresponding conveyor, through the electrical sensors (54) installed in the charging station (17).
Because once in this position, the control system communicates to the management system the consumption of the recharge and thus ends the electric charging process of the vehicle.
Because once the loading process is finished, the management system decides whether to leave the pallet (4) with the vehicle (1) at the loading station or store it in another place. Because in this case, the control system is responsible for transferring the pallet (4) with the vehicle (1) to that new warehouse position.
And because once this operation is finished, the storage process of an electric vehicle (1) ends.
[39]
39. Procedure for removing an electric vehicle (1) in an automated parking for electric vehicles (1) according to claims 1 to 37 characterized in that:
The process of removing an electric vehicle (1) from the parking lot begins when the user makes the request to remove the vehicle (1) in the parking lot, at the touch screen terminal (19) installed in an area adjacent to the parking area. parking entrance (2). Because once the request is made, the control system transfers the empty pallet (4) from the entrance area (2) to the place assigned by the management system, analogously to that described in the storage process of an electric vehicle (one). Because once the empty pallet (4) is stored, the control system transfers the pallet (4) with the electric vehicle (1) from the square where it is stored to the entrance area (2), through the pallet conveyor where It is located, passing through the double pallet shuttle (7) of the corresponding level and ending in the pallet elevator (8), or, passing from the pallet conveyor where it is located to the pallet elevator (8) directly. Because in the case that the pallet (4) with the electric vehicle (1) occupied the square corresponding to the second depth (33) of a double pallet conveyor (5) and we had another pallet (4) with the electric vehicle (1 ) at the first depth (32) of that same conveyor (5), the control system would transfer the pallet (4) with the electric vehicle (1) of the first depth (32) to the double pallet shuttle (7) of another level, designated by the management system, depending on the pending operations to be carried out in the parking lot, and the pallet (4) with the desired vehicle (1) could already be removed. Because before removing the vehicle (1) the user disconnects the charging cable of the electric vehicle (1) from the pallet (4), only in the case of charging the electric vehicle (1) by means of a charging cable, not being necessary, obviously, in the case of charging the electric vehicle (1) by induction. Because, once the operation is finished, the control system would again store the pallet (4) with an electric vehicle (1) deposited on the double pallet shuttle (7) of that other previous level in the new location designated by the management system .
And because once this operation is completed, the process of removing an electric vehicle (1) ends.
7

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同族专利:

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公开号 | 公开日

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WO2021001584A1|2021-01-07|

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ES2735848B2|2020-11-13|

引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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US20110140658A1|2009-12-15|2011-06-16|Liberty Plugins, Inc.|Automated Parking Garage with Electric Vehicle Charging|

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US20190054832A1|2018-03-01|2019-02-21|Guangdong Weichuang Wuyang Intelligent Equipment Co., Ltd.|Automatic parking system with charging function and parking and charging method thereof|

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CN109594820A|2018-12-04|2019-04-09|王立晶|A kind of three-dimensional electric automobile charging pile|

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法律状态:
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优先权:

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ES201930615A|ES2735848B2|2019-07-02|2019-07-02|AUTOMATED PARKING FOR ELECTRIC VEHICLES AND PARKING PROCEDURES|ES201930615A| ES2735848B2|2019-07-02|2019-07-02|AUTOMATED PARKING FOR ELECTRIC VEHICLES AND PARKING PROCEDURES|

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PCT/ES2020/070410| WO2021001584A1|2019-07-02|2020-06-25|Automated parking lot for electric vehicles and parking methods|