阅读说明：本技术 停车场 (Parking lot ) 是由 林鸿全 莫小欣 林锐浩 于 2020-06-09 设计创作，主要内容包括：本申请公开了一种停车场,包括转运区域、停车区域、运输轨、出车轨、入车轨和至少两个停车轨；停车区域环绕在转运区域外侧；运输轨可旋转地设置于转运区域内；出车轨、所述入车轨和至少两个停车轨设于停车区域内；所述运输轨能够旋转至和所述出车轨、所述入车轨或所述停车轨对接。利用运输轨转运需要充电或者充电完成的车辆,避免了未完成充电的车辆阻挡充电完成车辆出路的问题。并且,在同样面积的场地中,设置旋转式的运输轨,相较于传统的方式,可以设置更多数量的停车轨,其无需设置分叉路口等,从而可以增加停放车辆的数量,节省面积。(The application discloses a parking lot, which comprises a transfer area, a parking area, a transportation rail, an exit rail, an entrance rail and at least two parking rails; the parking area surrounds the outer side of the transfer area; the transport rail is rotatably arranged in the transfer area; the exit rail, the entrance rail and the at least two parking rails are arranged in the parking area; the transport rail can rotate to be in butt joint with the departure rail, the entry rail or the parking rail. The transportation rail is used for transporting the vehicles needing charging or completing charging, so that the problem that the vehicles which do not complete charging block the vehicles which complete charging to go out of the way is avoided. And, in the place of same area, set up the transportation rail of rotation type, compare in traditional mode, can set up more parking rails, it need not to set up branching crossing etc. to can increase the quantity of parking the vehicle, save the area.)

1. A parking lot, comprising: the system comprises a transfer area, a parking area, a transport rail, an exit rail, an entry rail and at least two parking rails;

the parking area surrounds the outside of the transfer area; the transport rail is rotatably arranged in the transfer area; the exit rail, the entrance rail and the at least two parking rails are arranged in the parking area;

the transport rail can rotate to be in butt joint with the departure rail, the entry rail or the parking rail.

2. The parking lot of claim 1, wherein the transfer area is a circular transfer area, and the transport rails rotate with a center of the circular transfer area as a rotation point.

3. The parking lot of claim 2, wherein the parking area is an annular parking area, the transition area being located within an inner circle of the annular parking area; the circle center of the annular parking area coincides with the circle center of the circular transfer area.

4. The parking lot of claim 3, wherein the exit rail, the entrance rail and the at least two parking rails are located in an area enclosed by an inner circumference and an outer circumference of the annular parking area; and are equally spaced radially along the circumference of the annular parking area.

5. The parking lot of claim 2, wherein the transfer area is a square parking area having a circular space therein, the transfer area being located within the circular space; the center of the square parking area coincides with the circle center of the circular transfer area.

6. The parking lot of claim 5, wherein the exit rail, the entry rail and the at least two parking rails are located within an area bounded by an outer periphery of the square parking area and an outer periphery of the transit area; and at least two parking rails are distributed at equal intervals along the periphery of the square parking area.

7. The parking lot of any one of claims 1 to 6, wherein the transport rails are rotatably disposed within the transit area by a transmission, and the bottom of the transport rails are serrated; the transmission device comprises a driving piece, a driving gear and a driven gear; the driving end of the driving motor is connected with the driving gear, the driving gear is meshed with the driven gear, and the driven gear is meshed with the saw teeth; the driving motor drives the driving gear to rotate, the driving gear drives the driven gear to rotate, and the driven gear drives the transportation rail to rotate.

8. The car park of claim 8, wherein the underside of the transport rail is provided with universal wheels.

9. A parking lot, comprising: the system comprises a transfer area, at least two parking areas, a transport rail, an exit rail, an entry rail and a parking rail;

the transport rail is rotatably arranged in the transfer area; the parking area is internally provided with the exit rail, the entrance rail and at least two parking rails;

the transfer area can be lifted to be in butt joint with any parking area; the transport region with arbitrary parking region docks the back, arbitrary parking region encircles the transport region outside, the transportation rail can rotate to with arbitrary parking region's play rail, income rail or parking rail butt joint.

10. The parking lot of claim 9, wherein the transfer area is elevated by a hydraulic elevator.

Technical Field

The application relates to the field of mechanical design, in particular to a parking lot.

Background

The existing vehicles, including new energy vehicles, high-speed rails, subways, light rails and the like, mostly adopt electric energy as a power source. The vehicle needs to be charged to maintain power in the event of a power shortage.

The existing rechargeable parking lot can store more than two vehicles on one parking track for charging in order to meet the requirement that a plurality of vehicles can be charged simultaneously. However, when the vehicle stored at the innermost side of the track is charged first and the vehicle stored at the outer side of the track is not charged completely, the vehicle at the outer side blocks the exit of the innermost vehicle. And if a parking track only parks under the condition of a vehicle, it is comparatively extravagant area, leads to the parking area increase by a wide margin.

Disclosure of Invention

The utility model aims at providing a parking area, in limited place, can satisfy that many vehicles charge simultaneously, and the unfinished vehicle that charges can not block the way out of the vehicle that has accomplished the charging.

The present application provides in a first aspect a parking lot, comprising: the system comprises a transfer area, a parking area, a transport rail, an exit rail, an entry rail and at least two parking rails; the parking area surrounds the outside of the transfer area; the transport rail is rotatably arranged in the transfer area; the exit rail, the entrance rail and the at least two parking rails are arranged in the parking area; the transport rail can rotate to be in butt joint with the departure rail, the entry rail or the parking rail.

The parking lot further comprises a vehicle outgoing rail and a vehicle incoming rail, wherein the vehicle outgoing rail and the vehicle incoming rail are arranged in the parking area; the transport rail can rotate to be in butt joint with the exit rail or the entry rail.

The parking lot as described above, wherein the transfer area is a circular transfer area, and the transportation rail rotates with a center of the circular transfer area as a rotation point.

The parking lot as described above, wherein the parking area is an annular parking area, and the transfer area is located within an inner circle of the annular parking area; the circle center of the annular parking area coincides with the circle center of the circular transfer area.

The parking lot as described above, wherein the exit rail, the entrance rail and the at least two parking rails are located in an area enclosed by an inner circumference and an outer circumference of the annular parking area, and are equally spaced in a radial direction of the circumference of the annular parking area.

The parking lot as described above, wherein the transfer area is a square parking area, a circular space is provided in the square parking area, and the transfer area is located in the circular space; the center of the square parking area coincides with the circle center of the circular transfer area.

The parking lot as described above, wherein the exit rail, the entrance rail and the at least two parking rails are located in an area enclosed by the periphery of the square parking area and the periphery of the transfer area; and at least two parking rails are distributed at equal intervals along the periphery of the square parking area.

The parking lot as described above, wherein the transportation rail is rotatably disposed in the transfer area through a transmission device, and the bottom of the transportation rail is provided with saw teeth; the transmission device comprises a driving piece, a driving gear and a driven gear; the driving end of the driving motor is connected with the driving gear, the driving gear is meshed with the driven gear, and the driven gear is meshed with the saw teeth; the driving motor drives the driving gear to rotate, the driving gear drives the driven gear to rotate, and the driven gear drives the transportation rail to rotate.

The parking lot as described above, wherein the bottom surface of the transportation rail is provided with universal wheels.

A second aspect of the present application provides a parking lot, comprising a transfer area, at least two parking areas, a transportation rail, an exit rail, an entry rail and a parking rail; the transport rail is rotatably arranged in the transfer area; the parking area is internally provided with the exit rail, the entrance rail and at least two parking rails; the transfer area is capable of being raised and lowered into docking with one of the at least two parking areas; after the transfer area is in butt joint with one of the parking areas, one of the parking areas surrounds the outside of the transfer area, and the transport rail can rotate to be in butt joint with the outgoing rail, the incoming rail or the parking rail of one of the parking areas.

The parking lot as described above, wherein the transfer area is lifted by a hydraulic lifting device.

The application discloses a parking lot, which comprises a transfer area, a parking area, a transportation rail, an exit rail, an entrance rail and at least two parking rails; the parking area surrounds the outer side of the transfer area; the transportation rail is rotatably arranged in the transfer area; the exit rail, the entrance rail and the at least two parking rails are arranged in the parking area; the transport rail can rotate to be in butt joint with the departure rail, the entry rail or the parking rail. In the application, the vehicle to be charged can be transferred to the parking rail through the rotation of the transportation rail; and for the vehicle which is charged, the transportation rail can be rotated to enable the transportation rail to be in butt joint with the parking rail where the vehicle which is charged is located, then the vehicle can drive into the transportation rail, the transportation rail is in butt joint with the departure rail, and then the vehicle leaves the parking lot from the departure rail. The transportation rail is used for transporting the vehicles needing charging or completing charging, so that the problem that the vehicles which do not complete charging block the vehicles which complete charging to go out of the way is avoided. And, in the place of same area, set up the transportation rail of rotation type, compare in traditional mode, can set up more parking rails, it need not to set up branching crossing etc. to can increase the quantity of parking the vehicle, save the area.

Drawings

In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a top plan view of one embodiment of a transfer area for a parking lot provided in a first embodiment of the present application;

fig. 2 is a plan view of another embodiment of a transfer area of a parking lot provided in the first embodiment of the present application;

fig. 3 is a partial plan view of a parking lot provided in the first embodiment of the present application;

fig. 4 is a front view of a parking lot provided in the first embodiment of the present application;

fig. 5 is another partial plan view of the parking lot provided in the first embodiment of the present application;

fig. 6 is a schematic structural view of a transmission device of a parking lot provided in a first embodiment of the present application;

fig. 7 is a schematic structural view of a universal wheel of a parking lot according to a first embodiment of the present application;

fig. 8 is a plan view of a parking lot provided in a second embodiment of the present application;

fig. 9 is a schematic structural diagram of a hydraulic lifting device for a parking lot according to a second embodiment of the present application.

Description of reference numerals:

10-transfer area, 20-parking area, 30-transport rail, 31-sawtooth, 40-parking rail, 50-exit rail, 60-entry rail, 70-transmission device, 71-driving piece, 72-driving gear, 73-driven gear; 100-a charging device, 110-a charging lever, 111-a charging support rod, 120-a shelter, 130-a support column, 140-a vehicle outlet guide rail, 141-a vehicle inlet guide rail, 150-a support shaft, 160-an air spring, 170-a universal wheel, 171-a steering support, 172-a steering wheel, 173-an axle, 180-a vehicle washer moving rail, 181-a vehicle washer, 190-a lifting module, 191-a first lifting rod, 192-a second lifting rod, 193-a first roller, 194-a second roller, 195-a base, 196-a sliding groove, 197-a first hydraulic oil rod and 198-a second hydraulic oil rod.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

First embodiment

Referring to fig. 1 and 2, a parking lot according to a first embodiment of the present application includes a transfer area 10, a parking area 20, a transportation rail 30, an exit rail 50, an entry rail 60, and at least two parking rails 40. The exit rail 50 and the entrance rail 60 are arranged in the parking area 20; the transport rail 30 can be rotated to interface with either the exit rail 50 or the entry rail 60. Parking area 20 surrounds the outside of the transit area; the transport rails 30 are rotatably arranged in the transfer area 10; the exit rail 50, the entrance rail 60 and the at least two parking rails 40 are arranged in the parking area 20; the transport rail 30 can be rotated to interface with the exit rail 50, the entry rail 60, or the parking rail 40.

It is understood that the charging device 100 is provided at each parking rail 40 of the parking lot for a vehicle that needs to be charged. Specifically, referring to fig. 3 and 4, the charging device 100 is disposed above the parking rail 40 through the charging lever 110, and a charging support 111 is further disposed to support the charging lever 110. Optionally, a shelter shed 120 may be disposed above the parking rail 40, a support column 130 may be connected to the charging pole 111, and the shelter shed 120 may be disposed on the support column 130. Therefore, the shelter 120 is also supported by the charging pole 111, so that the charging pole 111 is shared by the charging device 100 and the shelter 120, thereby saving resources. The blocking shed 120 may function to block rainwater, etc., and protect the charged vehicle, the parking rail 40, and the charging device 100.

In the parking lot provided by the above embodiment, in use, the vehicle to be charged is driven into the transportation rail 30 through the entry rail 60, then the transportation rail 30 is rotated to make the transportation rail 30 and the vacant parking rail 40 butt joint, and then the vehicle is driven into the parking rail 40 again, at this time, the vehicle can stay and be charged at the parking rail 40. For the vehicle with the charging completed, the transportation rail 30 may be rotated to make the transportation rail 30 and the parking rail 40 where the vehicle with the charging completed is located butt-joint, and then the vehicle may enter the transportation rail 30, the transportation rail 30 and the exit rail 50 butt-joint, and leave the parking lot from the exit rail 50.

Therefore, in the embodiment of the application, the transportation rail 30 is used for transporting the vehicles needing to be charged or being charged, so that the problem that the vehicles which are not charged block the vehicles which are charged to go out of the way is avoided. Moreover, the rotary type transportation rails 30 are arranged in the field with the same area, compared with the traditional mode, more parking rails 40 can be arranged, and a branched intersection and the like are not needed to be arranged, so that the number of parked vehicles can be increased, and the area is saved.

With continued reference to fig. 1 and 2, the exit track 50 is used for vehicle exiting the parking area 20 and the entry track 60 is used for vehicle entering the parking area 20. That is, a vehicle to be charged may drive into the parking lot along the entry rail 60, then the transportation rail 30 rotates to be butted with the entry rail 60, the vehicle drives into the transportation rail 30 again, the transportation rail 30 rotates to be butted with the vacant parking rail 40, and at this time, the vehicle drives into the vacant parking rail 40 again. When the charged vehicle needs to leave the parking lot, the transportation rail 30 may rotate to be in contact with the parking rail 40 where the vehicle is located, then the vehicle enters the transportation rail 30, the transportation rail 30 rotates to be in contact with the exit rail 50, the vehicle enters the exit rail 50, and finally leaves the parking lot along the exit rail 50. As can be seen from the above, the entrance rail 60 and the exit rail 50 are provided to facilitate the entrance and exit of vehicles into and out of the transport rail 30.

It will be appreciated that, referring to fig. 1, an entry guide rail 141 and an exit guide rail 140 may also be provided, the entry guide rail 141 and the entry rail 60 being connected for guiding a vehicle from an entrance of a parking lot to the entry rail 60. The exit guide rail 140 is connected to the exit rail 50 for guiding the vehicle from the entrance rail 60 to an exit of the parking lot.

Further, with continued reference to fig. 1 and fig. 2, the transfer area 10 is a circular transfer area, and the transportation rail 30 rotates around the center of the circular transfer area as a rotation point. The transfer area 10 is a circular transfer area, which facilitates the rotation of the transportation rail 30 and saves the area.

As for the specific structural arrangement of the parking area 20, there are various embodiments according to the terrain in combination with the arrangement structure of the transfer area 10, and two specific embodiments are listed below:

first embodiment

Referring to fig. 1, specifically, the transfer area 10 is a circular transfer area, and the transportation rail 30 rotates around the center of the circular transfer area as a rotation point. And the parking area 20 is an annular parking area, and the transfer area 10 is positioned in the inner circle of the annular parking area; the circle center of the annular parking area coincides with the circle center of the circular transfer area.

Referring to fig. 1, it can be seen that the circular transfer area is located in an annular parking area, in which 16 parking rails 40, one entrance rail 60 and one exit rail 50 are provided, for a total of 18 rails. In order to make maximum use of the area of the transfer area 10, the parking rail 40 is configured as a linear rail; the exit rail 50, the entrance rail 60 and the 16 parking rails are positioned in an area enclosed by the inner circumference and the outer circumference of the annular parking area; and are equally spaced radially along the circumference of the annular parking area. That is, the exit rail 50, the entrance rail 60, and the 16 parking rails 40 are provided at the outer circumference of the annular parking area at the first end and at the inner circumference of the annular parking area at the opposite second end, which is the position where the transit area 10 and the parking area 20 meet, and both ends of the parking rails 40 and the center of the circular transit area are distributed on a straight line. In addition, the exit rail 50, the entrance rail 60, and the 16 parking rails 40 are provided at one end of the inner circumference of the annular parking area, and are equally spaced along the inner circumference; accordingly, the exit rail 50, the entrance rail 60, and the 16 parking rails 40 are provided at one end at the outer circumference of the annular parking area, and are equally spaced along the outer circumference. This kind of setting can rationally use limited parking area, sets up the parking rail 40 of a greater quantity to satisfy the demand that many vehicles used simultaneously.

On the other hand, the above-described arrangement also allows the transport rail 30 to be simultaneously docked with two parking rails 40. In particular, the transport rail 30 can be docked simultaneously with two parking rails 40 distributed at an angle of 180 degrees along a circular transfer area. Then, at this time, if one of the two parking rails 40 forming an included angle of 180 degrees is the vacant parking rail 40, the other parking rail is parked with the vehicle which needs to be driven away after charging is completed. At this time, if there is a vehicle to be charged, the vehicle to be charged first drives into the transport rail 30 along the entry rail 60, the transport rail 30 rotates to be in contact with the vacant parking rail 40, and then the vehicle to be charged drives into the vacant parking rail 40. Then, under the condition that the transportation rail 30 does not need to be rotated, the vehicle which needs to be driven away after being charged immediately drives into the transportation rail 30, then the transportation rail 30 rotates to be in butt joint with the vehicle-out rail 50, and the vehicle which needs to be driven away after being charged drives away from the parking lot along the vehicle-out rail 50. Therefore, the arrangement can reduce the rotation times of the transportation rail 30, prolong the service life of the transportation rail 30, accelerate the work efficiency and save the waiting time of the vehicle which needs to be driven away after charging.

In the above-described arrangement, the positions of the entrance rail 60 and the exit rail 50 may be set according to the positions of the entrance and the exit of the parking lot and the actual needs.

Second embodiment

Specifically, referring to fig. 2, the transfer area 10 is a circular transfer area, and the transportation rail 30 rotates around the center of the circular transfer area as a rotation point. The parking area 20 is a square parking area, a circular space is arranged in the square parking area, and the transfer area 10 is positioned in the circular space; the center of the square parking area coincides with the circle center of the circular transfer area.

Referring to fig. 2, it can be seen that the circular transfer area 10 is located in a square parking area, in which 18 parking rails 40, one entrance rail 60 and one exit rail 50 are provided, for a total of 20 rails. The square parking area is specifically rectangular, and comprises two short sides which are oppositely arranged and two long sides which are oppositely arranged.

In order to make maximum use of the area of the transfer area 10, the parking rail 40 is designed as a curved rail. The exit rail 50, the entry rail 60 and the 18 parking rails 40 are all positioned in an area defined by the periphery of the square parking area and the periphery of the transfer area 10; and 18 parking rails are equally spaced along the periphery of the square parking area. Specifically, the first ends of the exit rail 50, the entrance rail 60, and the 18 parking rails 40 are all provided at the boundary of the circular space, that is, the position where the transit area 10 and the parking area 20 meet. Second ends of the exit rail 50 and the entrance rail 60, which are opposite to the first ends, are provided at long sides of the square parking area. The 18 parking rails 40 and a second end opposite the first end are provided at the short side of the square parking area. It will be appreciated that 18 parking rails 40, of which 9 parking rails 40 are provided on the left side of the square parking area and the other 9 parking rails 40 are provided on the right side of the square parking area; and the in-rail 60 and the out-rail 50 are provided at the vacant positions between the left and right sides. This kind of setting can rationally use limited parking area, sets up the parking rail 40 of a greater quantity to satisfy the demand that many vehicles used simultaneously.

On the other hand, the above-described arrangement also allows the transport rail 30 to be simultaneously docked with two parking rails 40. In particular, the transport rail 30 can be docked simultaneously with two parking rails 40 distributed at an angle of 180 degrees along a circular transfer area. Then, at this time, if one of the two parking rails 40 forming an included angle of 180 degrees is the vacant parking rail 40, the other parking rail is parked with the vehicle which needs to be driven away after charging is completed. At this time, if there is a vehicle to be charged, the vehicle to be charged first drives into the transport rail 30 along the entry rail 60, the transport rail 30 rotates to be in contact with the vacant parking rail 40, and then the vehicle to be charged drives into the vacant parking rail 40. Then, under the condition that the transportation rail 30 does not need to be rotated, the vehicle which needs to be driven away after being charged immediately drives into the transportation rail 30, then the transportation rail 30 rotates to be in butt joint with the vehicle-out rail 50, and the vehicle which needs to be driven away after being charged drives away from the parking lot along the vehicle-out rail 50. From top to bottom, this clock setting can reduce the number of times of rotation of transportation rail 30 to the life-span of extension transportation rail 30 can also accelerate work efficiency simultaneously, saves the latency of the vehicle that the completion of charging need drive away from.

In the above-described arrangement, the positions of the entrance rail 60 and the exit rail 50 may be set according to the positions of the entrance and the exit of the parking lot and the actual needs.

Further, in this embodiment, referring to fig. 6, the transportation rail 30 is rotatably disposed in the transfer area 10 through a transmission device 70, and the bottom of the transportation rail 30 is provided with saw teeth 31; the transmission 70 includes a driving member 71, a driving gear 72 and a driven gear 73. Alternatively, the drive member 71 may be a motor.

The driving end of the driving motor is connected with the driving gear 72, the driving gear 72 is meshed with the driven gear 73, and the driven gear 73 is meshed with the saw teeth 31; the driving motor drives the driving gear 72 to rotate, the driving gear 72 rotates to drive the driven gear 73 to rotate, and the driven gear 73 drives the transportation rail 30 to rotate. In a specific application, the bottom of the transportation rail 30 is provided with a support shaft 150, the transportation rail 30 can rotate along the support shaft 150, the support shaft 150 can be selectively arranged at the center of a circular transfer area, and the rotating device can be arranged near the support shaft 150. In addition, an air spring 160 may be provided between the support shaft 150 and the bottom of the transport rail 30 so that the transport rail 30 is at the same height position with and without a vehicle.

Optionally, referring to fig. 7, a universal wheel 170 may be further disposed at the bottom of the transportation rail 30, wherein the universal wheel 170 is used for supporting the transportation rail 30 and assisting the transportation rail 30 to rotate, and specifically, the universal wheel 170 includes a steering bracket 171, a steering wheel 172 and an axle 173. Wherein the steering bracket 171 is fixedly connected to the bottom of the transportation rail 30, the axle 173 is rotatably connected to the steering bracket 171, and then the steering wheel 172 is fixedly connected to the axle 173. When the transmission device 70 drives the transportation rail 30 to rotate, the universal wheels 170 rotate along with the transportation rail 30 to provide support for the transportation rail 30 and assist the transportation rail 30 to rotate. Furthermore, with the rotation point of the transportation rail 30 as a boundary, the universal wheels 170 are symmetrically arranged on both sides, and the number of the universal wheels is equal, for example; both sides respectively set up 4 universal wheels 170 to make the transportation rail 30 operate more steadily, and the atress is balanced, thereby prolong the life of transportation rail 30.

Referring to fig. 5, a car washer 181 and a car washer moving rail 180 may be optionally provided around the parking rail 40 to facilitate the washing of the vehicle.

Second embodiment

Referring to fig. 8, a second embodiment provides a parking lot, which includes a transfer area 10, at least two parking areas 20, a transportation rail 30, an exit rail, an entry rail and a parking rail.

Wherein the transport rails 30 are rotatably arranged within the transfer area 10; the parking area 20 is provided with the exit rail, the entrance rail and at least two parking rails.

And, the transfer area 10 can be raised and lowered to interface with any of the parking areas 20; after the transfer area 10 and any parking area 20 are in butt joint, any parking area 20 surrounds the outside of the transfer area 10, and the transportation rail 30 can rotate to be in butt joint with the outgoing rail, the incoming rail or the parking rail 40 of any parking area 20.

After the transfer area 10 is lifted to and is butted with a parking area provided with the vehicle outgoing rail and/or the vehicle incoming rail, the transportation rail 30 can rotate to be butted with the vehicle outgoing rail or the vehicle incoming rail. It will be appreciated that for the exit and entry rails, the exit rail may be disposed in one of the parking areas 20 and the entry rail may be disposed in the other parking area 20; or the exit track and the entrance track are arranged in the same parking area 20; or a set-in rail and a set-out rail are provided in each parking area 20. The specific setting mode is set according to the terrain and the conditions of the parking lot, so that the requirements of multiple differences can be met, and the design flexibility is higher.

The difference from the first embodiment is that two or more parking areas 20 are provided in the second embodiment, and the two or more parking areas 20 are provided in a stacked manner. For example: the parking lot is provided with three layers, wherein each layer is provided with a parking area, and each parking area is provided with a space at a corresponding position. And the transfer area is arranged in the space and can be lifted and lowered in the space. The transfer area may be raised to interface with the parking area of the first, second or third level. Therefore, more vehicles can be parked in the limited parking lot area, and the respective entering and exiting are not influenced.

Specifically, the transfer area is lifted by a lifting device. Referring to fig. 9, the lifting device may be a hydraulic lifter. The hydraulic lift includes one or more lift modules 190, each lift module 190 including a first lift bar 191, a second lift bar 192, a first roller 193, a second roller 194, and a base 195. Wherein, the base 195 is fixed on the ground of the parking lot, and two chutes 196 are arranged on the base 195. The first and second rollers 193 and 194 are installed in the two slide grooves 196, respectively, and the first and second rollers 193 and 194 can slide in the slide grooves 196 in the lateral direction. The first lifting rod 191 and the second lifting rod 192 are arranged in a crossed manner, and the middle parts of the first lifting rod 191 and the second lifting rod 192 are hinged. One end of the first lifting rod 191 is hinged with the second roller 194, and the other end is hinged with the bottom surface of the transfer area. The second lifting/lowering rod 192 has one end hinged to the first roller 193 and the other end hinged to the bottom surface of the transfer area. The lifting module 190 can convert the lateral movement of the roller into the longitudinal movement of the transfer area through the first lifting rod 191 and the second lifting rod 192, so that the transfer area can be lifted to different floors.

In addition, the lifting module 190 may further include a first hydraulic rod 197 and a second hydraulic rod 198, two ends of the first hydraulic rod 197 are respectively hinged to the first roller 193 and the first lifting rod 191, and two ends of the second hydraulic rod 198 are respectively hinged to the second roller 194 and the second lifting rod 192. The two hydraulic oil rods can provide supporting force on one hand and are also power sources.

The structural arrangement of the rotating devices of the specific charging device, the parking area, the transfer area and the transportation rail, and the distribution mode of the parking rails are the same as those in the first embodiment, and are not repeated. In addition, the second embodiment may also be provided with a shelter in the same manner as the first embodiment.

The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the above description of the embodiments is only provided to help understand the method and the core concept of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.