EP0700816B1 - Förderanlage mit zwei Schienen - Google Patents

Förderanlage mit zwei Schienen Download PDF

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Publication number
EP0700816B1
EP0700816B1 EP19950402033 EP95402033A EP0700816B1 EP 0700816 B1 EP0700816 B1 EP 0700816B1 EP 19950402033 EP19950402033 EP 19950402033 EP 95402033 A EP95402033 A EP 95402033A EP 0700816 B1 EP0700816 B1 EP 0700816B1
Authority
EP
European Patent Office
Prior art keywords
drive
track
carriage
pusher
drag
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP19950402033
Other languages
English (en)
French (fr)
Other versions
EP0700816A1 (de
Inventor
Gareth D. Summa
Darrel Hespe
Thierry Jean-Amans
David L. Summa
Gérard Schaller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
cinetic Conveying & Assembly
Original Assignee
BERTHELAT SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BERTHELAT SA filed Critical BERTHELAT SA
Publication of EP0700816A1 publication Critical patent/EP0700816A1/de
Application granted granted Critical
Publication of EP0700816B1 publication Critical patent/EP0700816B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B10/00—Power and free systems
    • B61B10/02—Power and free systems with suspended vehicles
    • B61B10/025—Coupling and uncoupling means between power track abd vehicles

Definitions

  • the present invention relates to an installation of double conveyors channel, such as those known under the designation "Power and Free".
  • This installation includes a carriage track, a motor network comprising at least a first and a second spaced motor pathway vertically from said carriage track, carts carried by the track trolleys and propulsion means carried by the drive tracks.
  • propulsion means comprise pushers, extending in direction of the carriage track and each having a thrust face, while each cart has a structure with a system drive comprising a drive stopper extending in the direction of driving tracks and endowed with a drive face.
  • Cleat drive is movable, relative to said structure, between a position in which its drive face is likely to cooperate with the push face of a pusher and a no position operation in which it escapes the pushers.
  • the installation also includes a transfer area to which a carriage is propelled by a first pusher, called “sending”, belonging to the first driving track and from which said carriage is powered by a second pusher, called “reception”, belonging to the second channel motor.
  • the training cleat is integral with a pair of wing sections extending transversely, through which the transmission of the propulsion, from the send button to the receive button.
  • the send button is gradually found shifted to a first section of wings before ceasing to cooperate with the driving cleat, while the receiving pusher comes into contact with the second section of wings to gradually shift towards the part center of the drive stopper.
  • the present invention aims to remedy these drawbacks.
  • the drive system has two fixed side arms, extending on each side of the cleat drive in the direction of the motor and integral pathways of the structure.
  • Each of said arms has an active face, arranged substantially in the same plane as the drive face of the drive stop when it occupies its operating position and is capable of cooperating with the send button.
  • the respective positions first and second motor pathways are determined such that the reception pusher does not come into contact with the stopper drive only when the drive contact between the pusher sending and said stopper has stopped.
  • the lateral arms extend in the direction of the driving tracks over a shorter distance than the drive stop.
  • the reception button is not yet sufficiently centered with respect to the drive system to ensure propulsion in good conditions, and if its speed is higher than that of the send button, it passes simply under one of the arms without risking damaging the cleat or jam the carriage.
  • the send button is progressively shifted towards one of the arms, the active face of which is suitably arranged, and the receiving pusher only comes into contact with the cleat when, firstly, the contact between this stopper and the send pushbutton has ceased, and secondly, the reception pusher is effectively correctly positioned by report to the training system.
  • the carriage track 10 is located above the network motor, of which only one drive track 12 is shown.
  • the carriage 14 travels on the carriage track 10 and carries a load 16, for example constituted by the carcass of a vehicle during manufacture.
  • the conveyor installation transports this load to the different stations used for its manufacture.
  • the carriage 14 includes two trolleys load carriers 18 and 20, and a trolley before training 22. This the latter is not directly part of the load-bearing structure, but is connected to the rest of the carriage by a drawbar 24.
  • the trolley may include a different number of trolleys.
  • the training trolley can also be part of the load-bearing structure itself.
  • the carriage track is consisting of two U-shaped rails, 10a and 10b, arranged horizontally in look at each other.
  • the trolleys are provided with lateral wheels 26 which roll on these rails and a central wheel with vertical axis 28 which cooperates with the ends of the upper branches of the U-shaped rails 10a and 10b for suitably guide the trolley.
  • the drive track is also formed by two U-shaped rails 12a and 12b facing each other, in which wheels 30 which support a chain 32.
  • This chain is driven in the driving track 12 by means classics not shown.
  • the means of propulsion of carriages have pushers 34 which extend in the direction of the track to carriage 10.
  • the pushers 34 are mounted on the chain 32 and extend upwards.
  • Each cart has a structure with a system training.
  • this structure is constituted by the chassis 36 of the driving trolley 32 and the driving system 38 extends downward from this chassis.
  • the drive system 38 includes a drive stop 40 which extends in the direction of the motor tracks and has a face 40a.
  • This cleat is fixed on a support 42 pivotally mounted by relative to the structure 36 around an axis 44. In fact, the cleat can be fixed on the support 42 or become one with it.
  • This training cleat 40 can thus adopt a position of operation in which its drive face 40a is capable of cooperate with the thrust face 34a of a pusher 34 and a position of no operation in which it escapes the pusher.
  • the lower end of the cleat 40 can be located above the upper end of the pushers 34.
  • the support 42 is normally stressed, for example under the effect of its own weight, so that the operating position is that that spontaneously adopts the cleat.
  • the support 42 can be ordered from so as to bring the drive stopper into its no position operation.
  • the installation includes at least one transfer zone in which the track to carriages pass from one drive way to another, for example during a switch or change of conveyor.
  • Figure 7 shows a transfer area in which a change of conveyor, the carriages being carried by the continuous route 10 (shown in dashed lines), while the buttons on the first driving track 12 are relayed by those of the second driving track 12 '.
  • the first and second motor pathways can be two sections of the same track. The qualifiers "first" and “second” are used to differentiate these two sections in the transfer area.
  • the cleat is shown schematically by a rectangle framed by two squares diagramming the two lateral arms.
  • the send and receive buttons are also shown diagrammatically by squares.
  • the system drive 38 has two fixed side arms 46 and 48 which extend on each side of the driving cleat 40 in the direction of the driving tracks and are integral with the structure 36.
  • the arms 46 and 48 each have an active face 46a and 48a, arranged substantially in the same plane as the drive face 40a of the training cleat 40 when it occupies its position operation. This is visible in the side view of Figure 2, on which we see that the faces 40a and 46a are located in the extension of each other.
  • Figures 3 to 6 show the respective system situations and pushers in successively occupied positions by the latter in the transfer area and indicated by the references A, B, C and D.
  • Figure 3 illustrates position A of Figure 7, in which the drive is done in a conventional way, by drive contact between the thrust face 34a of the plunger 34 and the drive face 40a of the cleat drive 40.
  • This drive face 40a is arranged relative to the direction of propulsion F of the carriage, on the rear side of the cleat 40.
  • the lateral arms 46 and 48 extend in the direction of the drive tracks that is to say, in the example shown, downwards, over a distance less than the drive stop 40.
  • Figure 4 shows the carriage in its position B of Figure 7. We sees that the send cleat 34 has shifted towards the lateral arm 46, situation in which the propulsion of the carriage by this pusher 34 can be carried out through the drive contact of the push face 34a on the active face 46a of the arm 46.
  • the send button 34 is in the transfer area in a position higher than that which it occupies in conventional conditions of propulsion, outside this zone.
  • the drive track 12 has, on entering the transfer zone, a section T1 (visible in FIG. 7) on which, from its level normal, it gradually approaches the vertical level of the track at carts to reach a level known as "shipment transfer", which it occupies when the pusher 34 passes from the cleat 40 to one of the lateral arms.
  • the pusher reception can thus come into contact with the extreme part of the face 40a drive, that is to say, here, its lower part, without engaging the arm 48.
  • the second driving path 12 ′ is, at its entry into the transfer zone, vertically further from the carriage track 10 than, in the normal direction of propulsion F, downstream of this zone. To reach gradually its normal level, it presents, at the exit of the zone of transfer, a section T2 on which, from a level known as "transfer of reception ", it is gradually approaching the vertical level of the track carts.
  • the second driving path 12 ′ does not occupy, by relative to the carriage track 10, a position capable of allowing a drive contact between the cleat 40 and a receiving pusher 34 'that when the first driving track 12 occupies a position which does not allow driving the carriage by the push button 34 only through of one of the side arms of the drive system.
  • the respective vertical positions of the two channels driving can be taken advantage of.
  • the respective horizontal positions of the two drive tracks In a complementary or alternative way, the respective horizontal positions of the two drive tracks.
  • the T zone in which the two driving paths are tangent is globally centered on the longitudinal axis X of the carriage track and relatively short, for example of the same order of magnitude as the width of the cleat drive, the second drive track 12 'enters the transfer zone with an angle ⁇ of incidence relative to the carriage track 10 relatively high, for example in the range of 30 ° to 50 °, while the exit angle ⁇ defined by the first drive track 12 with respect to the carriage track 10 to its exit from the transfer zone and the T zone is also relatively high, for example equal to the angle ⁇ .
  • Figure 5 illustrates position C of Figure 7, which corresponds to moment when the send push-button 34 stops cooperating with the lateral arm 46. We see that at this moment the propulsion of the carriage is ensured by the cooperation of the push face of the receiving pusher 34 'and the face 40a.
  • Figure 6 illustrates position D of Figure 7, in which the carriage is near the end of the transfer area.
  • the receiving pusher 34 ' is located in the axis of the driving cleat 40.
  • the pusher 34 ' is in contact with the end part (lower) of the drive face 40a located beyond the end of the arms 46 and 48, that is to say that the second driving path 12 'still occupies its level of reception transfer.
  • the T2 section allowing the pusher 34 'to adopt its conventional position of propulsion in which its thrust face cooperates with the whole of the drive face 40a and which corresponds to the situation in FIG. 3.
  • the drive system includes a retaining cleat 50 arranged, in the normal direction of propulsion, in rear of the driving cleat 40.
  • the cleats 40 and 50 are arranged between them a space 51 adapted to the dimensions of the pushers.
  • the pusher 34 is arranged between the training and restraint cleats under normal conditions propulsion. If as a result of a slowdown in the means of propulsion, the thrust face 34a temporarily ceases to cooperate with the active face 40a, the retaining cleat 50 prevents the pusher from disengaging from the training system.
  • the retaining cleat is likely to adopt a position which allows the insertion of a pusher in space 51 and a restraint position which prevents it from restraining from leaving this space.
  • the retaining cleat 50 is pivotally mounted on the support 42 of the driving cleat 40.
  • the retaining cleat 50 can adopt its erasing position.
  • the retaining cleat is stressed, for example under the effect of its own weight, to naturally adopt its retaining position.
  • This position can be defined by a stop surface 52 offset relative to the pivot axis 53 of the retaining cleat 50.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Special Conveying (AREA)
  • Intermediate Stations On Conveyors (AREA)

Claims (5)

  1. Förderanlage mit zwei Laufbahnen, umfassend eine Laufkatzenbahn (10), ein Antriebsnetz mit wenigstens einer ersten und einer zweiten Schlepplaufbahn (12, 12'), die in senkrechtem Abstand von der genannten Laufkatzenbahn (10) angeordnet sind, von der Laufkatzenbahn getragene Laufkatzen (14) und von den Schlepplaufbahnen (12, 12') getragene Antriebsmittel (32, 34), wobei diese Antriebsmittel Mitnehmer (34) umfassen, welche sich zur Laufkatzenbahn (10) hin erstrecken und je eine Schubfläche aufweisen, jede Laufkatze ein Gestell (36) aufweist, das mit einer Schleppvorrichtung (38) versehen ist, die eine Schleppklinke (40) umfaßt, welche sich zu den Schlepplaufbahnen (12) hin erstreckt und mit einer Schleppfläche (40a) versehen ist, wobei diese Klinke in bezug auf das genannte Gestell (36) zwischen einer Arbeitsstellung, in der ihre Schleppfläche (40a) mit der Schubfläche (34a) eines Mitnehmers zusammenzuwirken vermag, und einer Ruhestellung verstellbar ist, in der sie den Mitnehmern (34) entzogen ist, wobei die Anlage außerdem einen Überleitbereich aufweist, zu dem hin eine Laufkatze (14) durch einen "Abgabemitnehmer" genannten ersten Mitnehmer (34) bewegt wird, der zur ersten Schlepplaufbahn (12) gehört, und ab dem die genannte Laufkatze durch einen "Aufnahmemitnehmer" genannten zweiten Mitnehmer (34') bewegt wird, der zur zweiten Schlepplaufbahn (12') gehört,
    dadurch gekennzeichnet, daß die Schleppvorrichtung (38) für jede Laufkatze zwei feststehende Seitenarme (46, 48) aufweist, die sich beiderseits der Schleppklinke (40) zu den Schlepplaufbahnen (12, 12') hin erstrecken und mit dem Gestell (36) fest verbunden sind,
    daß jeder der genannten Arme (46, 48) eine aktive Fläche (46a, 48a) aufweist, die im wesentlichen in derselben Ebene wie die Schleppfläche (40a) der Schleppklinke (40) angeordnet ist, wenn letztere ihre Arbeitsstellung einnimmt, und mit dem Abgabemitnehmer (34) zusammenzuwirken vermag,
    und daß im Überleitbereich die zugehörigen Positionen der ersten und der zweiten Schlepplaufbahn (12, 12') so festgelegt sind, daß der Aufnahmemitnehmer (34') mit der Klinke (40) in Schleppberührung erst dann kommt, wenn die Schleppberührung zwischen dem Abgabemitnehmer (34) und der genannten Klinke aufgehoben ist.
  2. Anlage nach Anspruch 1,
    dadurch gekennzeichnet, daß die Seitenarme (46, 48) sich zu den Schlepplaufbahnen (12, 12') hin über eine kleinere Entfernung als die Schleppklinke (40) erstrecken.
  3. Anlage nach einem der Ansprüche 1 und 2,
    dadurch gekennzeichnet, daß die zweite Schlepplaufbahn (12') bei ihrer Einmündung in den Überleitbereich in senkrechter Richtung von der Laufkatzenbahn (10) weiter entfernt ist als auf ihrer normalen Höhe in Förderrichtung nach diesem Bereich.
  4. Anlage nach einem der Ansprüche 1 bis 3,
    dadurch gekennzeichnet, daß die erste Schlepplaufbahn (12) bei ihrer Einmündung in den Überleitbereich eine Teilstrecke (T1) aufweist, in der sie sich dem Höhenniveau der Laufkatzenbahn allmählich bis auf eine "Überleithöhe" genannte Höhe nähert.
  5. Anlage nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, daß die Schleppfläche der Klinke (40) und die aktiven Flächen (46a, 48a) der Seitenarme (46, 48) gegen die Schlepplaufbahnen (12, 12') und in der normalen Antriebsrichtung (F) geneigt sind.
EP19950402033 1994-09-12 1995-09-08 Förderanlage mit zwei Schienen Expired - Lifetime EP0700816B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9410838A FR2724369B1 (fr) 1994-09-12 1994-09-12 Installation de convoyeur double voie
FR9410838 1994-09-12

Publications (2)

Publication Number Publication Date
EP0700816A1 EP0700816A1 (de) 1996-03-13
EP0700816B1 true EP0700816B1 (de) 1998-12-16

Family

ID=9466841

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19950402033 Expired - Lifetime EP0700816B1 (de) 1994-09-12 1995-09-08 Förderanlage mit zwei Schienen

Country Status (4)

Country Link
EP (1) EP0700816B1 (de)
DE (1) DE69506643T2 (de)
ES (1) ES2126231T3 (de)
FR (1) FR2724369B1 (de)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ZA823308B (en) 1981-06-10 1983-03-30 Webb Int Co Jervis B Power and free conveyor systems
US4771700A (en) * 1985-07-23 1988-09-20 Nakanishi Metal Works Co., Ltd. Power-and-free conveyor
GB2210008B (en) * 1985-07-23 1989-12-28 Nakanishi Metal Works Co Power and free conveyor

Also Published As

Publication number Publication date
DE69506643T2 (de) 1999-05-20
FR2724369B1 (fr) 1996-12-20
FR2724369A1 (fr) 1996-03-15
ES2126231T3 (es) 1999-03-16
EP0700816A1 (de) 1996-03-13
DE69506643D1 (de) 1999-01-28

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