DE7403164U - TRANSPORT TROLLEY FOR A TRANSPORT SYSTEM, IN PARTICULAR FOR ASSEMBLING UNITS, FOR EXAMPLE MOTOR VEHICLES, FROM COMPONENTS - Google Patents

Description

m • a. "Gu? Ünepk ^ i? PATENT ADVOCATE ^ ' DtPL-INa H. KINKELDEY OR-INQ W. STOCKMAIR DR-INa-AaE (CALTG (X K. SCHUMANN m OR BY IMAT. · OUT-PHVS Digitron AG for P. H. JAKOB industrial electronics " DlPL-ING CH-2555 Brügg / Biel G. BEZOLD 8 MUNICH 22 MAXIMILIANSTRASSE 48 7. Harz 1978 PH 7383 - sg

ErIenstrasse 32

Transport trolley for a transport system, in particular for assembling structural units, "for example motor vehicles, from structural elements

The invention relates to a trolley for a transport system, in particular for assembling structural units, for example motor vehicles, from structural elements, where appropriate several trolleys each on a predetermined trajectory through a signaling system acting in their area controlled and each trolley a signal receiving device, at least three wheels which can be pivoted about vertically spaced apart steering axes as well as for at least two of the latter has a motorized drive and steering system which is controlled by the signal receiving device iu Dependence on control signals from the signaling system, both in terms of speed and steering angle of the driven ones or driving wheels is controllable.

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A transport system of the type mentioned "offers the great advantage» that the items or components for assembling structural units, such as motor vehicles, not as before on an assembly line running along a production line, but with the dissolution of the latter on individual ones Trolleys are transported, which are arranged both along the production line and branching off from it to adjacent Arboitsstation and from there back to the production line are controllable. This will increase the workforce are no longer forced to adhere to a rigid work cycle during the manufacturing process, as was previously the case the possibility within the latter either alone or preferably in working groups with their own decision-making authority and responsibility to work. This not only reduces both the physical and psychological stresses of the human workforce is reduced and their performance is increased considerably, but the previous ones are no longer applicable either Inevitable shutdown of the assembly line in the event of serious assembly errors in one of the workstations. Through this and as a result of other advantages, for example with respect to the reduced interference from cases of illness Workers are all prerequisites for increasing the profitability of the manufacturing process and consequently for a relatively quick amortization of the increased investment costs compared to an assembly line system for given a transport system of the type described above.

In this context, it is the object of the present invention to reduce the investment costs for a transport system of the above mentioned type by simple construction measures to reduce to an optimally low order of magnitude.

This object is achieved in that on Trolley two drive wheels with their steering axles arranged in an imaginary plane parallel to the longitudinal center line of the trolley Bind

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This measure is in the production of the trolley without to realize additional construction effort and ensures considerable advantages. All drive wheels of the transport trolleys can be designed with the same dimensions in economical series production, so that by this means an essential Reduction of the investment costs for the transport system is guaranteed. Since the two driving wheels of each transport trolley s on regularly curved trajectory areas (. if necessary, from their respective centers of curvature on the same Can run radii, there is no complicated steering geometry, so that a computer control with respect to the Steering locks and speeds of the drive wheels can be saved. The motor drive and steering system is therefore structurally simple, consequently economically producible with optimal operational reliability and also requires only one low maintenance.

In a preferred embodiment of the trolley the Signalempfangseinrichfrung is provided for each driving wheel with the signal receiving or -tasteleraenten, the f with the in each case associated driving wheel with respect to the steering angles are arranged with parallel axes mitschwenkend, preferably wherein the signal receiving means by the signals of the signal generator system in the sense of optional Virk connection of the probe elements with the drive and / or steering motor of the respectively assigned drive wheel is designed to be switchable. This arrangement of the probe elements, which swings or pendulums with the assigned drive wheel, enables even slight deviations of the drive wheels from the predetermined trajectory, which is determined, for example, by a control line or induction loop of the signaling system installed in or on the floor of the manufacturing plant, to be compensated very precisely in the shortest possible time so that the drive wheels, if necessary with permanent

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erd relatively rapidly oscillating correction impact smallest amplitudes, exactly parallel to the control line or induction loop of the signal walker system, i.e. exactly parallel controlled to the predetermined trajectory.

Here, a "particularly sensitive parallel control of the drive wheels to the control line or induction loop of the signal generator system can be achieved _} that the probe elements r each formed by two axially parallel induction coils, - 'attached to the wheel bearing or suspension at a radial distance from the steering axis of the assigned drive wheel and, if necessary are arranged symmetrically to the radial center plane of the associated drive wheel.

With the advantage of excluding a complicated steering geometry in the case of the trolley it is still possible and, in its preferred embodiment, it is also provided that the motorized drive and steering system, the two drive wheels at least with respect to the steering lock coupling transmission devices, for example a mechanical or electrical synchronization circuit, and the Si-V Signal receiving device through the signals of the signal generator system, inter alia, in alternating one drive wheel in operative connection with its associated probe elements the puncture of a command wheel and the other drive wheel the function a slave wheel is designed to be controllable switching positions in which the transmission devices are effective are switched. Such control of the slave wheel by the command wheel enables only the latter to steer through the signals of the control line or induction loop of the signaling system, which is particularly important in the case of significant, For example, 90 degree changes in the direction of the movement path is advantageous, since a single one is also used for this

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Control line "or induction loop is sufficient.

An exemplary embodiment of the invention is explained in more detail below with reference to the accompanying drawing. In this show;

Fig. 1 is a schematic bottom view of a

Transport trolley of the type previously described;

Pig. 2 shows a block diagram of a signal reception device of the trolley;

3 to 5 each a scaled down schematic Bottom view of the transport trolley on a parallel, a curved and a transverse to the longitudinal center line of the trolley Motor tap;

6 shows a schematic representation of various basic functions of the steering control of the trolley;

7 shows a schematic plan view of a control line arrangement for determining the trajectory of the trolley, and

FIGS. 8 and 9 each show a schematic representation of ways to change the direction of movement of the trolley.

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A trolley 1 according to FIG. 1 is elongated and has at least three wheels 2, 3 »4, each of which can be pivoted about an approximately vertically extending steering axis 2a or 3a or 4a on the underside of the trolley 1 with a horizontal axis in assigned wheel bearings or bearings. Suspensions are rotatably mounted. Of the mutually spaced steering axles 2a, 3a, 4a, the steering axles 2a and 3a run through the axis of rotation of the associated wheel 2 and 3, respectively, while the wheel 4 is self-steering with the steering axis 4a spaced apart from the axis of rotation.

A motorized drive and steering system is assigned to the trolley 1 for the two wheels 2, 3, of which two drive motors 5i 6 ^with assigned reduction gears 7 »8 are shown in FIG. 1 and each assigned to one of the wheels 2, 3. These therefore fulfill the function of drive wheels on the trolley 1, which can be controlled in a manner which will be explained in more detail later with regard to the steering angles around the associated steering axis 2a or 3a by the motorized drive and steering system, of which a steering motor 9 of the drive wheel in FIG. 1 2 is indicated schematically.

As can also be seen from FIG. 1, the two drive wheels 2, 3 with their pivot axes 2a, 3a are on the trolley 1 arranged on an imaginary plane PE running parallel to its longitudinal center line LM and each associated with it Signal receiving or button elements 10 or 11 equipped, each to 'the wheel bearing or suspension of the assigned Drive wheels 2 and 3 are attached at a radial distance from the steering axis 2a and 3a, respectively. The probe elements 10, 11 therefore pivot with them the respectively assigned drive wheel 2 or 3 with respect to its steering axis 2a or 3a parallel axes and are a signal receiving device SE assigned, also, albeit in Fig.

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not shown, is arranged on the trolley 1 and will be explained in more detail below in connection with FIG. 2.

In the exemplary embodiment, the probe elements 10, 11 each consist of two axially parallel induction coils 10a, 10b and 11a, 11b and are arranged symmetrically to the radial center plane of the associated drive wheel 2 and 3 in such a way that r with a movement path of the running approximately parallel to the car's longitudinal center line LM Transport carriage 1, the probe elements 10 and 11 of the respective front drive wheel 2 and 3 lead this.

The already mentioned signal input device SE has according to FIG Fig. 2 shows a logistic control circuit 12 for the motor Drive and steering system, of which in Fig. 2 only the steering motor 9 and the drive motor 5 of the drive wheel 2 and the drive motor 6 of the drive wheel 3 are shown schematically. The control circuit 12 controls the steering motor 9 via a Steering control circuit 13 and the drive motor 5> 6 via this respectively assigned analog computer 14 and drive control circuits ν 15 as a function of control signals from a signaling system, of which a control line or induction loop is shown in FIG. 2. This is on or in the floor of the manufacturing plant along a predetermined movement path for the Transport trolley 1 arranged.

The control circuit 12 is through the signals of the induction loop 16 can be acted upon via the probe elements 10, 11, of which only the induction coils 10a, 10b in FIG controlling Virkverbindungs circuit with the steering motor 9 of the assigned Txiebrads 2 are shown. The signal receiving device SE is designed in such a way that the pushbutton elements 10, 11 are activated by corresponding signals from the signal transmitter system

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optionally in active control connection with the drive and /
or steering motor of the respectively assigned drive wheel 2 bsw. 3. are switchable. This selective engagement of the Tastele- \ elements 10, 11 to the steering motor of the associated motive \ rads 2 and 3 allows the signal receiving means SE
among other things in such a way switchable by appropriate signals of the signal generator system that alternatively the alternate
a drive wheel in operative connection circuit with the subordinate induction coils of the probe elements is assigned the puncture of a command wheel and the other drive wheel is assigned the puncture of a slave wheel. The two drive wheels 2, 3
at least with regard to the steering angle through transmission; directions can be coupled, for example from a mechanical f synchronous circuit or, as indicated in Fig. 2 with dashed lines j, from an electrical synchronous circuit 17 between; see the steering motor 9 of the drive wheel 2 and a steering motor 18
of the drive wheel 3 can exist. ί

The signal receiving means SE mission equipment ί including the transport 17 by means of corresponding signals of the signal conditioning ί encoder selectively v / else for three basic functions a, b, c switchable § formed. In the basic function circuit a, the steering input | beat of the respective command wheel anti-parallel and in the basic I function circuit b parallel to the respective slave wheel | wear, while in the basic function circuit c a fixation | of the two drive wheels 2, 3 in one to the longitudinal center line LM des
respective transport trolley 1 by 90 ° angularly offset steering lock position * takes place. This fixation can, for example, by
a blocking of the steering control circuit 13 by means of a
Switch 19 are brought about. In this blocking position of the steering control circuit 13, at least one of the drive motors 5 or 6 is controlled by the signal receiving device SS
both drive wheels 2, 3 individually controlled with respect to the speed in a manner which will be explained in more detail later.

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In Fig. 3, a trolley 1 'with two self-steering wheels 4 on a straight area of the induction loop 16 is shown. As long as the sensing elements 10a, 10b and 11a, 11b of, respectively, depending on forward or reverse travel j of the carriage 1 'front drive wheel 2 or 3 with \ the same intensity through the induction signals of the induction loop 16 applied ie from-the latter a have essentially the same distance, the Si-IC signal receiving device SE does not emit any control signals to the steering motor of the respective command wheel. Only when the balance of the inductive loading of the two induction coils is disturbed, for example as a result of a deviation ι of the trolley 1 ″ from the predetermined movement path and / or as a result of a curvature of the induction loop 16, corresponding signals are sent through the control circuit 12 to the steering motor of the respective command wheel released until the induction coils assigned to the latter are again acted upon with the same intensity by the induction signals of the induction loop 16.

ζ Fig. 4 shows the carriage 1 ¹ on a regularly curved portion of the path, and it is seen that the driving wheels 2, 3 from the center of curvature of the induction loop 16 a substantially equal radial distance R2, R3 have and accordingly, in a simple steering geometry with the same wheel diameters run at the same speeds.

During the steering angle of the drive wheels 2, 3 with a continuously straight or curved course of the induction loop 16 according to FIGS. 3 and 4 by the signal receiving device SE in its switching position for the basic function a, i.e. antiparallel is controlled, Fig. 5 shows a parallel control of the drive wheels 2, 3 in the switching position of the signal receiving device

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direction SE for the basic function b, which is a transverse displacement of the trolley 1 'from the continuously running induction loop 16 along a control or induction line 16a of the signal transmitter system which crosses these in a curved manner. If the control line 16a, as shown in FIG. 5, runs in a straight line following the area of curvature , the trolley 1 'in the manner previously described by individual speed control at least one of the - Driving wheels 2, 3 in the switching position of the signal receiving device SE steered for the basic function c.

Fig. 6 shows the control of the steering locks of the trolley 1 according to the three basic functions a, b, c of the signal receiving device SE depending on the respective course the induction loop 16 of the signal generator system. On the in the upper half of Fig. 6 continuously straight and curved running areas of the induction loop 16, this is acted upon by a first frequency f1, below which Influence the signal receiving device SE of the trolley 1 is switched to the switch position for the basic functions a is, the front drive wheel 3 in the direction of travel is assigned the C function of the command wheel, its steering angles be transmitted antiparallel to the slave wheel 2. The two drive wheels 2, 3 here essentially follow the straight one or evenly curved loop course.

The induction loop follows the latter 16 U-shaped with 90 degrees of curvature, where the first frequency f1 is superimposed on a second frequency f2. This superposition of frequencies leads to a switchover of the signal receiving device SE into the switching position for the basic function b, whose areas of activity are delimited in the drawing by dashed lines. As early

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are explained in these areas of the basic function "b the steering locks of the command wheel 3 are transferred in parallel to the slave wheel 2, so that the trolley 1 is at the 90th straight curved areas of the induction loop 16 is moved not only in the longitudinal direction but also transversely thereto.

Between the effect areas of Grund'i "unction b, the induction loop is applied 16 only r by the second frequency f2 in the linear range, which are a switching of the signal receiving device SE in the switching position for the basic function c causes. In this, as also previously explains, both drive wheels 2, 3 of the transport carriage 1 are fixed in a turning position offset by 90 ° to its longitudinal center line and the speeds of at least one drive wheel are individually regulated in such a way that the transport carriage 1 moves in the transverse direction exactly parallel to the course of the induction loop 16 will.

In the causal connection with FIG. 6, the figure shows a straight area of the induction loop 16 with one branching off from the latter in a 90 degree area of curvature, curved by 180 ° at a work station A and back to the straight area of the induction loop 16 with a 90 degree area of curvature returned auxiliary control line or auxiliary loop 16a ¹ , which can optionally be acted upon by a switch 20 with the second frequency f2. At the 90 degree curvature areas of the auxiliary loop 16a ', a further auxiliary loop 16b runs parallel to this and can be acted upon by a switch 21 with the first frequency f1. At the 180 degree curvature area of the auxiliary loop 16a ¹ , a third auxiliary loop 16c runs parallel to this and can be acted upon by the first frequency f1 via an associated switch 22. The engagement of the

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various basic functions a, b, c of the signaling device SE of the respective transport vehicle take place in the same way as already described above in connection with FIG.

The signal receiving device SE is, however, designed by a third frequency f3 in the sense of a shutdown of the drive motor 5 »6 for the drive wheels 2, 3, so that the trolley can be shut down when it reaches work station A by a fourth induction loop 16d in the area of work station A. is arranged and acted upon by this third frequency f3. As soon as the frequency applied to the fourth auxiliary control line 16d is interrupted, the drive motors 5, 6 of the transport vehicle are driven by the signal receiving device SE again in the sense of moving the transport vehicle along the auxiliary control line 16a ¹ to the induction loop 16.

However, if the trolley is not to follow the U-shaped course of the auxiliary control line 16a ¹ but rather the straight course of the induction loop 16, the switches 20, 21, 22 remain open.

Further possibilities for changing the direction of the path of movement of the transport carriage 1 are shown in FIGS. 8 and 9. According to 8, the trolley 1 moves in the direction of the arrow f2 along the induction loop 16 according to the basic function c, until the probe elements of the drive wheel 2 receive a fourth frequency f4. This becomes the controlling connection the push button elements of the drive wheel 2 with its steering motor lifted and a Virkverbindungsschluss the push button elements of the drive wheel 3 made with its steering motor. The drive wheel 3 is located above a 90 degree curved section of an auxiliary induction line 16e, which with the first frequency f1 and the

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the latter superimposed second frequency f2 is applied, so that the trolley 1 follows the auxiliary induction line 16e according to the basic function b until this is followed by a straight area of an induction line 16f, which is acted upon by the first frequency f1, so that the further © locomotion of the TrauSportwagen 1 takes place according to the basic function a.

According to FIG. 9, the transport carriage 1 is first moved along the induction loop 16 according to the basic function b, in that the latter is acted upon by both the first frequency f1 and the superimposition frequency Ϊ2. As soon as the pushbutton elements of the drive wheel ?. reach the effective range of the fourth frequency f4-, they are switched inactive in the manner already described and the feeler elements of the drive wheel 5 are brought into a controlling operative connection with its steering motor. The trolley 1 can then in turn be moved along the auxiliary control line 16f charged with the first frequency f1 under the basic function a in the direction of the arrow f1, the drive wheel 3 being assigned the function of the command wheel, the steering angles of which are antiparallel to the drive wheel

C 2 or the slave wheel are transferred.

The invention is not limited to the exemplary embodiment according to the drawing. It would also be possible to use the driving wheels only to arrange and / or the signal receiving device on different length areas of the trolley, for example diagonally > Design SE switchable in such a way that even when the trajectory is transverse to the longitudinal center line of the carriage the transport car functions as the command wheel for one engine is assigned that the steering locks of the second "drive wheel or slave wheel via the transmission devices controls in parallel. A particularly sensitive steering control is achieved in this way.

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Claims (12)

Protection claims 1. Transport trolley for a transport system, especially for assembling of structural units, for example motor vehicles, of structural elements, with several trans- * port trolleys each controlled on a predetermined trajectory by a signaling system acting in their area and each trolley a signal receiving device, at least three by approximately vertically at a mutual distance arranged steering axes swiveling Eäder as well as for at least two of the latter have a motorized drive and steering system that is controlled by the signal receiving device as a function of control signals from the signaling system, both in terms of speed and steering angle of the driven ones or drive wheels is controllable, characterized in that two drive wheels on the trolley (1) (2, 3) with their steering axles (2a, 3a) in one to the longitudinal center line of the car (LM) parallel imaginary plane (PE) are arranged. 2. Transport trolley according to claim 1, characterized in that the signal receiving device (SE) for each drive wheel (2 or 3) with signal receiving or button elements (10 or 11) is equipped and this with the respectively assigned drive wheel with regard to its steering angles are arranged to pivot with parallel axes. 3. Transport trolley according to claim 2, characterized in that the probe elements (10 or 11) of the each front drive wheel (2 or 3) are arranged in front of the latter when driving forwards or backwards. 7AQJlSA 33Liueß / Z8 4. Transport trolley according to claim 3, characterized in that the signal receiving device (SE) by the signals of the signaling system in the sense of an optional operative connection of the pushbutton elements (10 or 11) with the drive motor (5 or 6) and / or the steering motor (9 or 18) of the respectively assigned drive wheel (2 or 3) is designed to be switchable. 5 · Transport trolley according to claim A-, characterized in that the feeler elements (10 or 11) are each formed by two axially parallel induction coils (10a ₁ 10b or 11a, 11b) and at a radial distance from the steering axis (2a or 3a) of the associated Drive wheel (2 or 3) on its wheel bearing or /. Suspension are attached. 6. Transport trolley according to claim 5> characterized in that the two induction coil (10a, 10b or 11a, 11b) are arranged symmetrically to the radial center plane of the associated drive wheel (2 or 3). 7 · Transport trolley according to claim 1, characterized in that the signal receiving device (SE) Transmission devices (17) coupling the two drive wheels (2, 3) at least with respect to the steering angle, for example a mechanical or electrical synchronization circuit, and the signal receiving device by signals from the signaling system, inter alia, in alternating one drive wheel in Virlc connection with its associated pushbutton elements (10 or 11) the function of a command wheel and the function of the other drive wheel a slave wheel assigning switching positions is designed to be controllable. 7403164 08/31/78 8. Transport trolley according to claim 7 *, characterized in that the signal receiving device (SE) including the transmission devices (17) with at least three basic functions that can be activated optionally by signals from the signaling system, a) anti-parallel steering angle of the two drive wheels (2, 3), b) parallel steering angle of the two drive wheels and c) their fixation in one to the longitudinal center line of the vagina (LM) is formed at a 90 ° angle of the steering lock position. 9. Transport trolley according to claim 8, characterized in that the signal receiving device (SE) by a first frequency (f1) in the switch position of Basic function (a), by a second frequency (f2) in the switch position of the basic function (c) and by superposition of the frequencies (f1, f2) in the switch position of the basic function (b) is designed to be controllable " 10. Transport trolley according to claim 9 »characterized in that the signal receiving device (SE) in the switching position of the basic function (c) at least one of the drive motors (5 or 6) of the two drive wheels (2, 3) is designed to control the speed individually. 11. Transport trolley for a transport system in which, if necessary several transport trolleys each on a predetermined movement path through a signal transmitter system operating in their area be controlled and each trolley a signal receiving device, at least three ura about vertically spaced steering axles has swiveling wheels and for at least two of the latter a motorized drive and steering system that by the Signalempfangseinrichtur.g depending on Control signals of the signaling system both with regard to rotary 7403164 08/31/78 number and steering angle of the driven or driving wheels is controllable * characterized by that two drive wheels (2, 3) on different length ranges of the trolley (1) are arranged and the signal receiving device (SE) the motorized drive and steering system (5, 6, 9 »18) at approximately in the longitudinal direction of the vagina running trajectory with respect to the steering angle at least one of the drive wheels (2 or 3) as well as with a movement path running transversely to the longitudinal direction of the vagina individual speeds controlling at least one of the drive wheels and this one of the drive wheels the function of one Command wheel and the other drive wheel puncture one Slave wheel is designed assigning, and that both drive wheels can be coupled by a transmission device (1?) are. 12. Transport trolley according to claim 11, characterized in that the signal receiving device (SE) the motorized drive system (5, 6, 9, 18) in the case of a movement path running transversely to the longitudinal direction of the vagina also in the The sense of parallel steering locks of the drive wheels 2, 3 is designed to control. 7403164 08/31/78 j