EP2209688A1 - Dispositif de transport de pièces à convoyeur de charge aérien - Google Patents

Dispositif de transport de pièces à convoyeur de charge aérien

Info

Publication number
EP2209688A1
EP2209688A1 EP08849526A EP08849526A EP2209688A1 EP 2209688 A1 EP2209688 A1 EP 2209688A1 EP 08849526 A EP08849526 A EP 08849526A EP 08849526 A EP08849526 A EP 08849526A EP 2209688 A1 EP2209688 A1 EP 2209688A1
Authority
EP
European Patent Office
Prior art keywords
drive
load
rail
carriage
running
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.)
Granted
Application number
EP08849526A
Other languages
German (de)
English (en)
Other versions
EP2209688B1 (fr
Inventor
Herbert Schulze
Alexander Schurba
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.)
Eisenmann SE
Original Assignee
Eisenmann Anlagenbau GmbH and Co KG
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 Eisenmann Anlagenbau GmbH and Co KG filed Critical Eisenmann Anlagenbau GmbH and Co KG
Publication of EP2209688A1 publication Critical patent/EP2209688A1/fr
Application granted granted Critical
Publication of EP2209688B1 publication Critical patent/EP2209688B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails

Definitions

  • the invention relates to a Fordervorraum for workpieces
  • At least one drive means for moving the at least one load receiving carriage, which runs along the load rail.
  • Such Fordervoriquesen be used in industrial plants for the transport of workpieces.
  • the workpieces can thus be transported, for example, from a production via a paint shop, an assembly area, a picking area, a packing plant, buffers, a sorting store and a warehouse to a shipping area.
  • the workpieces can be smaller attachments, which are attached to hangers, which in turn hang on the load carrying car.
  • hangers which in turn hang on the load carrying car.
  • two-rail conveyor systems which are known as "power-and-free conveyor"
  • a load or guide rail is attached as needed to a steel structure below a hall ceiling or on a separate support structure.
  • the guide rail runs parallel to this a drive rail, which is firmly connected to the guide rail.
  • the load carrying carriages which have driving cams on their upper side, which face the drive rail, run in the guide rail.
  • a drive chain driven with drive motors which has spaced chain-driver, which cooperate releasably frictionally with the drive cam, so that the drive chain entrains the load carrying car.
  • the weight of the workpieces and the load carrying trolley is supported by the guide rail. Only the driving force acts on the drive chain.
  • the closed drive chain is empty, that is, without a load pick-up trolley, and returned remotely from the load rail.
  • Object of the present invention is to provide a conveyor device of the type mentioned in such a way that the at least one load-carrying vehicle can be driven as variable as possible, especially in relation to the routing and the controller.
  • the conveyor should be as quiet as possible and can be operated with a low energy consumption.
  • the drive means has at least one motor-driven drive carriage which can be moved on a drive track which runs parallel to the load rail,
  • the drive carriage can be coupled via detachable coupling means to the load-receiving wagon, such that the
  • Drive carriage is able to drive the truck and / or brake.
  • At least one motor-driven drive carriage is provided, which is variably movable on the drive track.
  • the drive carriage can be coupled via a releasable coupling means with the load-carrying wagon and drives it as needed.
  • This has the great advantage that a large number of load-carrying wagons can be moved almost independently of one another on a guide rail system and the load-receiving wagon can also easily switch between different guide rail circuits.
  • the drive carriage rolls considerably quieter than a drive chain along the drive track. Since individual drive cars have lower friction losses compared to a drive chain, the motor of the drive carriage can also be dimensioned correspondingly small and optimally designed for the workpieces to be transported and their weight.
  • Individual drive carriages are much more flexible with respect to the routing of the drive track as drive chains. For example, they can also be used in the Einrown admire because they can be driven forward and backward. However, known drive chains must be returned empty.
  • the load rail is a running rail or a rail of a magnetic levitation railway.
  • the load carrying trolleys can be easily moved on rollers.
  • a maglev train is characterized by low friction losses and low running noise.
  • the coupling means has at least one drive carriage driver connected to the drive carriage, which interacts in a separable, non-positively connected manner with at least one load carrying carriage driver connected to the load holding vehicle.
  • Force-fit co-operating carriers have the advantage that they can not slip through even at high loads.
  • the drive track can have a drive track rail and at least one motor-driven drive wheel of the drive carriage can roll on a drive running surface of the drive track rail.
  • Such drive cars are proven, known and quiet.
  • the coupling means in particular the drive carriage driver can be configured so that when accelerating or decelerating the drive axle toward the drive running surface of the drive track is to be moved in order to increase the contact pressure of the drive wheel on the drive running surface load and acceleration or delay dependent. In this way, during acceleration of the drive carriage and the load carrying carriage or during braking of the same, the risk of slippage of the drive wheel on the drive running rail is reduced and possibly even prevents lifting of the drive wheel.
  • the drive wheel can be mounted on a motor console and the motor console can be mounted by means of the coupling means pivotally in a frame of the drive carriage.
  • the force acting on the coupling means by the load carrying carriage can act directly on the engine console, so that the engine console is moved together with the axis of the drive wheel in a suitable manner in which the contact pressure of the drive wheel is increased.
  • the drive running surface extends above, in particular horizontally, on the running rail.
  • the drive running surface can extend laterally, in particular vertically, on the running rail.
  • the drive roller itself carries no load and can be dimensioned correspondingly smaller.
  • the contact pressure can thus be varied in other limits.
  • such a slip clutch can be realized, in which the drive roller slips when no load-carrying vehicle is coupled.
  • the drive track can extend laterally next to the load rail.
  • the drive track and the guide rail can run away from each other where necessary, for example in an ex-protected area where motor-driven drive carriages are not permitted, and the load-receiving carriages can be moved there by another authorized vehicle.
  • operating means such as a drive chain are taken. Following such a separately traveled area, the drive track and the guide rail can run together again and the drive carriages again take over the drive of the load-receiving wagons.
  • the drive track can also save space o- run beyond the load rail.
  • the drive carriage can also have its own control unit, so that it can be controlled individually and variably. bar is.
  • the control unit enables communication with other drive carriages in the conveyor system and / or with the central controller. This also makes it possible at any time to determine the position of all drive carriages and the load carrying vehicles connected to them.
  • the load picking trolleys can be actively coupled to the drive carriages by means of appropriate commands and disconnected from them. In this case, the power supply via power rail or contactless. Data and information can be exchanged via the busbar or separate data bus, radio, W-LAN or in any other way without contact.
  • FIG. 1 shows schematically in a section transversely to the conveying direction a first embodiment of a
  • Two-rail conveyor system with a drive carriage running on a drive rail and a load-carrying carriage traveling on a load rail;
  • Figure 2 shows schematically the bottom view of the drive carriage of Figure 1 during acceleration of the load-carrying car
  • Figure 3 shows schematically the bottom view of the drive carriage of Figures 1 and 2 when delaying the load-carrying car;
  • FIG. 4 shows schematically in a section transverse to the Forderraum a second exemplary embodiment of a two-rail fording system, which is similar to the two-rail fording system of Figures 1 to 3, in which case a drive wheel of the drive carriage from the top of the drive
  • FIG. 5 schematically shows, in a section transverse to the direction of conveyance, a third exemplary embodiment of a two-rail fording system in which the
  • Figure 6 schematically shows a Fordernikank, in which one of the two-rail Fordersysteme from the
  • FIG. 1 a two-rail fording system provided overall with the reference numeral 10 for workpieces, for example vehicle bodies, with a load rail 12 on the right and a drive rail 14 on the left are shown in section.
  • the drive rail 14 is located next to the load rail 12 and runs parallel to this.
  • the drive rail 14 and the load rail 12 extend in the figure 1 perpendicular to the plane, ie in the conveying direction, horizontal. But you can also run obliquely to the horizontal.
  • a load pickup 16 is movable.
  • the load-carrying trolley 16 can be driven and decelerated by a motor-driven drive carriage 18, which runs on the drive running rail 14.
  • a plurality of such drive carriages 18 and load carrying carriages 16 can be moved independently on the drive running rail 14 and the load rail 12.
  • the load rail 12 is attached via a plurality of U-shaped, downwardly open suspension lugs 20 on a horizontal support 24 of a steel structure.
  • the suspension lugs 20 are arranged distributed along the load rail 12 one behind the other. In this case, they are connected on their upper sides to corresponding brackets 22, which are placed on the underside of the carrier 24 and fixed from above via fastening elements 26.
  • the load rail 12 itself consists of two parallel U-shaped rail parts 12a and 12b, the open sides of which face each other.
  • the rail parts 12a and 12b are arranged symmetrically to a vertical in the figure 1 center plane. They are each attached with their facing away from each other, closed backs on the legs of the suspension lug 20.
  • the horizontal in the figure 1 top of each lower Legs of the rail parts 12a and 12b serve as running surfaces for further explained below, rollers 38 of the load-carrying car 16.
  • the driver 30 is a conventional driver, which cooperates with a drive chain of a known power-and-free-Forderers.
  • the load carrying trolley 16 can be driven in a conventional manner via the drive chain if it leaves the region of the drive track 14 at a branch and is taken over by the power-and-free conveyor.
  • the load carrying carriage drivers 34 each extend underneath the suspension lugs 20, their free ends project slightly beyond the outer vertical edge of the suspension lugs 20.
  • the guide rollers 36 are perpendicular to the surfaces of the legs of the rail parts 12a and 12b, vertically aligned in the figure.
  • the load carrying trolley 16 has two of the above-mentioned rollers 38, whose axes are parallel to the tops of the legs of the rail parts 12a and 12b, in the figure 1 horizontally.
  • the rollers 38 are located on both sides of the mounting rod 28 and roll on the running surfaces of the respective rail part 12a and 12b.
  • the workpiece can be attached in a manner not of interest here.
  • the drive rail 14 has an I-profile and consists of two superimposed parallel extending substantially in cross section rectangular profile areas.
  • the rectangular profile areas are integrally connected to one another via a vertical web area in FIG.
  • the opposite outer surfaces of the upper and lower rectangular profile area are flat and extend horizontally in FIG. They form a respective tread 44a and 44b.
  • the drive running rail 14 is fastened via rail holders 42 to the suspension lugs 20, which are fastened on a support profile on the side of the web region facing the load rail 12.
  • the axes of the drive carriage support rollers 46 and the drive carriage counter rollers 48 thus run parallel to one another and parallel to the running surfaces 44a and 44b in FIG. 1 horizontally.
  • the drive carriage support rollers 46 and the drive carriage counter rollers 48 frictionally engage the drive running rail 14, so that the drive carriage 18 can not slip in the lateral direction perpendicular to the direction of conveyance, which is indicated by the arrow 50 in FIG nevertheless ride on it as smoothly as possible.
  • the rectangular profile regions of the drive running rail 14 also have, in the longitudinal direction on both sides of the running surfaces 44a and 44b, two guide surfaces 52a and 52b, in FIG. 1 at the top, a drive running surface 53 and a lateral guide running surface 54 which are perpendicular extend to the treads 44a and 44b.
  • opposing upper drive carriage guide rollers 56a and 56b roll, such that the two drive carriage guide rollers 56a and 56b are frictionally guided along the drive guide rail 14.
  • the axes of the drive carriage guide rollers 56a and 56b extend parallel to the running surfaces 44a and 44b and perpendicular to the axes of the drive carriage support rollers 46 and drive carriage counter rollers 48th
  • the axes of the upper drive carriage guide rollers 56a and 56b are mounted on the underside of a guide plate 58.
  • the guide plate 58 extends above the drive carriage running rail 14 guer about this and is connected at its side facing away from the load rail 12 side with a drive carriage frame 60.
  • a lower drive carriage guide roller 62 On the load rail 12 facing lower lateral guide surface 54 rolls off a lower drive carriage guide roller 62 which is arranged symmetrically to a horizontal in the figure 1 center plane relative to the corresponding upper drive carriage guide roller 56b.
  • the axis of the lower drive carriage guide rollers 62 is parallel or coaxial with the axis of the upper drive carriage guide roller 56b. It is mounted on top of a lower guide plate 63 of the drive carriage frame 60.
  • On the drive rail 53 facing away from the load rail 12 rolls off a drive roller 64 whose axis 66 shown in FIGS. 2 and 3 runs parallel to the axes of the drive carriage guide rollers 56a, 56b and 62b.
  • the axis 66 of the drive roller 64 is attached to a drive carriage motor console 68.
  • the drive roller 64 is driven by an electric drive motor 70.
  • Drive carriage motor 70 is also mounted on drive carriage engine console 68.
  • the drive carriage motor console 68 is connected to the drive carriage frame 60 via a console pivot axis 72.
  • the console pivot axis 72 is parallel to the axes of the drive carriage guide rollers 56a, 56b and 62, in the figure 1 vertically.
  • the drive carriage motor console 68 with the drive carriage motor 70 and the drive roller 64 is so about the console pivot axis 72 in the figure 1 horizontally relative to Antechnischswagen- frame 60, the drive carriage idlers 46, the drive carriage counter rollers 48 and the Antriebsswagen- guide rollers 56a, 56b and 62 pivotable.
  • Drive carriage drivers 74a and 74b are fastened to the drive carriage motor console 68 (cf. the bottom view in FIGS. 2 and 3), which embrace one of the two load carrying carriage drivers 34 in the manner of a fork.
  • FIG. 1 shows the drive carriage driver 74b which is located in the conveying direction 50 (trailing).
  • the drive carriage drivers 74a and 74b overlap the load carrying carriage driver 34 so that the latter, when the load rail 12 and the drive running rail 14 diverge from one another, for example at a branch, out of the fork of the drive carriage drivers 74a and 74b out ride. In this way, the load receiving carriage 16 and the drive carriage 18 are automatically separated from each other.
  • the drive carriage drivers 74a and 74b when viewed in the direction of conveyance 50, each have the shape of a circle segment, in this case a quarter circle (FIG. 1), whose plane of symmetry is aligned vertically in the normal position and that obliquely below the lower drive carriage guide roller 62 on the load rail 12 facing side is arranged.
  • the Antriebswagen- drivers 74a and 74b are pivotable about the respective center axis of the circle segments, so that they can be pivoted to disconnect from the load carrying carriage driver 34 by means of a motor, not shown, or a magnetic switch from this.
  • the front drive carriage driver 74a is pivotably mounted on the drive carriage frame 60 about a driver pivot axis 76 shown in FIG. 3 in the direction of the double arrow 77 (driver pivoting direction).
  • the driver pivot axis 76 extends parallel to the console pivot axis 72.
  • the driver pivot axis 76 is located on the drive carriage motor console 68 opposite the console pivot axis 72 on the load rail 12 facing Side of the drive track 14, obliquely below the lower drive carriage guide roller 62.
  • a cam 78 which engages in a corresponding recess 80 of the drive carriage motor console 68.
  • the front drive carriage driver 74a in FIG. 3 is pivoted counterclockwise and the drive carriage driver 74a acts as a lever which prints the cam 78 against the rear edge of the recess 80 viewed in the direction of conveyance 50.
  • the drive carriage motor console 68 is thereby pivoted about the console pivot axis 72 in the direction of the arrow 73 to the drive running rail 14, so that the drive roller 64 is pressed against the drive running surface 53 in a manner dependent on load and delay. In this way, a slipping of the drive roller 64 is prevented even when delaying the drive carriage 18 and the load receiving carriage 16.
  • the sliding contacts 82 are in contact with corresponding sliding tracks 83 on the vertical web region of the drive running rail 14.
  • the drive carriage 18, in particular the drive carriage motor 70, is controlled via a drive carriage control device 84, which is located on the side of the drive carriage frame 60 facing away from the drive running rail 14 (see FIG. 1).
  • the drive carriage control device 84 is connected via the corresponding sliding contacts 82 and the sliding tracks 83 to a central control device, not shown, of the two-rail forwarder system 10 and can be individually addressed. In this way, a plurality of drive carriage 18 can be moved independently of one another on the drive axle running rail 14.
  • FIG. 4 In a second exemplary embodiment, illustrated in FIG. 4, those elements that are similar to those of the first exemplary embodiment described in FIGS. 1 to 3 are provided with the same reference numerals 100, so that their descriptions refer to the statements on the first embodiment - Reference example is taken.
  • This exemplary embodiment differs from the first in that the drive carriage motor 170 is arranged here obliquely above the drive running rail 114.
  • the drive roller 164 engages the upper, in the figure 4 horizontal, drive tread 153 at. On the lower lateral guide surface 154a, instead, the drive carriage counter roller 162a rolls off. The axis of the drive roller 164 hidden in FIG.
  • the drive roller Ie 164 acts here as a supporting role, so that the contact pressure is increased by the weight of the drive carriage 118 additionally.
  • console pivot axis which is concealed in FIG. 4, runs parallel to the drive axis 166 of the drive roller 164, in FIG. 4 horizontally.
  • the drive carriage motor console 168 is pivotable towards the drive running surface 153 in such a way that the drive roller 164 is pressed against it with an increased contact pressure.
  • Two drive carriage drivers 174a and 174b are connected to the drive-car engine console 168 via a deflection device hidden in FIG. 4 such that during acceleration or deceleration the drive carriage drivers 174a, 174b are pivoted about a vertical axis, as in the first exemplary embodiment, However, wherein a deflection of this pivoting movement takes place on a linear movement of the drive carriage motor console 168 in the vertical direction.
  • This deflection device is constructed in the manner of a hinge joint in which the mutually facing abutting surfaces of the hinge parts are inclined to its common axis of rotation, so that when rotating the hinge parts relative to each other about the axis of rotation at the same time a relative movement takes place axially to the axis of rotation.
  • FIG. 5 In a third exemplary embodiment, shown in FIG. 5, those elements which correspond to those of the first embodiment described in FIGS. 1 to 3 are shown. For example, with the same reference numerals zuzuglich 200 provided, so that with respect to the description of the statements to the first exemplary embodiment reference is made.
  • This exemplary embodiment differs from the first in that the drive running rail 214 runs above the load rail 212.
  • the drive running rail 214 is likewise arranged between the legs of the U-shaped suspension lugs 220 and, like the load rails 212, fastened thereto. Sliding contacts and
  • Sliding paths 283 for the power supply and for the transmission of control signals run above the drive running rail 214 parallel to this.
  • the drive rail 214 here consists of two rail parts 214a and 214b, each with an L-profile.
  • the rail parts 214a and 214b are each arranged above a rail part 212a and 212b of the load rail 212 symmetrically to a vertical center plane in FIG. 5, which is also the plane of symmetry of the load rail 212.
  • the two rail parts 214a and 214b are secured to the corresponding leg of the suspension tabs 220 with a leg oriented vertically in FIG. 5, the free edge of which faces down towards the load rail 212.
  • the gap defining edges 252a and 252b of the horizontal legs of the rail portions 214a and 214b serve as guide treads.
  • On the guide raceways 252a and 252b there are paired drive carriage guide rollers 256a and 256b, the axes of which are parallel to each other and perpendicular to the horizontal legs of the rail parts 214a and 214b. With the drive carriage guide rollers 256a and 256b of the drive carriage 218 is kept in the lane.
  • two drive rollers 264 and two non-visible support rollers are provided which are mounted in pairs on an axle and can be driven on this.
  • the rear support rollers in the conveying direction are covered by the front drive rollers 264 with their drive axles 266.
  • the drive axles 266 of the drive rollers 264 are perpendicular to the conveying direction.
  • the conveying direction extends in the figure 5 perpendicular to the plane.
  • the axes of the drive rollers 264 and the idlers are attached to the drive carriage frame 260.
  • the drive carriage motor 270 is located above the drive axle 266.
  • the drive axle 266 is connected to the drive carriage motor 270 via a gear 290.
  • the lower sides of the horizontal limbs of the rail parts 214a and 214b facing away from the drive rollers 264 form mating surfaces 244.
  • two drive carriage counter rollers 248 roll off.
  • the axles 249 of the drive carriage counter rollers 248 extend vertically below and parallel to the drive axles 266.
  • the axles 249 are also supported on the drive carriage frame 260 in a manner that they can move in the vertical direction.
  • the outer diameter of the drive carriage counter-rollers 248 is smaller than the outer diameter of the drive rollers 264.
  • a drive carriage driver 274 On the underside of the drive carriage frame 260, two parallel support struts 275 for a drive carriage driver 274 are fastened between the drive carriage counter rollers 248.
  • the drive carriage driver 274 laps over at its free end, in the figure 5 below, a conventional carrier of the load carrying carriage 216 for use with a known power-and-free conveyor.
  • the conventional driver also acts here as a load carrying carriage driver 234.
  • the drive car driver 274 has approximately the shape of a rectangular plate, which is perpendicular to the conveying direction, in Figure 5 so parallel to the plane.
  • the load receiving carriage 218 has in this embodiment two load carrying carriage drivers 234, one of which leads the other in the direction of movement. This corresponds to the usual construction of load-carrying vehicles in power-and-free conveyors.
  • the drive carriage driver 274 engages between the two load carrying carriage drivers 234.
  • the load pickup cart 216 When decelerating the drive carriage 218, the load pickup cart 216 continues to roll. In the process, the load carrying carriage driver 234 leading in the direction of movement releases from the drive carriage driver 274 of the drive carriage 218 until the load receiving follower following in the direction of movement bears against the drive carriage driver. From this point on, the load-receiving carriage 216 is delayed by the drive carriage 218.
  • a lateral force acts on the drive carriage driver 274, which is exerted by the corresponding load carrier carriage driver 234.
  • the drive carriage driver 274 is deflected in the direction of movement or against the direction of movement.
  • the drive carriage driver 274 is mounted correspondingly on the drive carriage frame 260.
  • a suitable mechanism transmits the deflection movement of the trolley carriage 274 on the counter rollers 248 and pushes them up against the corresponding running surface of the drive rail 214. In this way, during acceleration and deceleration, the slip between the drive rollers 264 and the drive rail 214 is minimized.
  • FIG. 6 shows a rough layout for a rail course of a transport system, in which a two-belt conveyor system 10, 110 and / or 210 according to one of the three exemplary embodiments can be used.
  • a two-belt conveyor system 10, 110 and / or 210 according to one of the three exemplary embodiments can be used.
  • the use of the first exemplary embodiment according to FIGS. 1 to 3 is shown here.
  • the drive running rail 14 leads from a feed area 90 in FIG. 6 at the top left for the workpieces outside on a painting device 92 to a drying device 94, which also passes outside.
  • the drive running rail 14 closes so that the drive carriages 18 with the empty load carrying carriages 16 can travel directly to the application region 90.
  • the drive car 18 can move alone or with the load pickup 16 in total in a closed circuit.
  • the load rail 12 runs except for the areas in the painting device 92 and the drying device 94 in the manner shown in Figures 1 to 3 parallel to the drive rail 14. In Forderides 50 before the painting device 92, however, the load rail 12 branches off and leads directly through the painting device 92 therethrough.
  • the drive carriage drivers 74a and 74b separate automatically from the load carrier carriage drivers 34 as described above. This is necessary because the coating device 92 is an exposed area and is provided with its own drive system. carriage motors 70 and sliding contacts 82 equipped drive carriage 18 may not pass through here.
  • the drive of the load receiving carriage 16 via a chain drive as is customary in power-and-free-Forderern.
  • the driver of the conveyor chain interact with the carriers 30 of the load-carrying car 16; the lateral drivers 34 are not functional here.
  • the load rail 12 again hits the drive running rail 14.
  • the load receiving carriages 16 are automatically taken over there again by the corresponding drive carriage 18.
  • the load rail 12 branches off from the drive running rail 14. This is necessary there because the drive carriages 18, in particular the drive carriage motors 70 and the drive carriage control units 34, are temperature-sensitive and therefore the drier device 94 must not pass.
  • the drive of the load-receiving car 16 by means of a drive chain 304, which is deflected over two pulleys 302 takes place.
  • the load picking trolleys 16 are loaded with the workpieces.
  • Each load pickup 16 is moved by a drive carriage 18.
  • the drive carriage 18 are controlled independently of each other and conveyed in the conveying direction 50 along the load rail 12 to the painting device 92. There, the load rail 12 and the drive rail 14 run apart, automatically the drive carriage driver 14 and the load carrying carriage drivers 34 are separated.
  • the drive carriage 18 then automatically continue to the point at which the load rail 12 again meets the drive rail 14 and wait there for the load pickup carriage 16. These are automatically taken from the conveyor chain, which carries them through the painting 92.
  • the painting device 92 the workpieces are painted in a manner not of interest, known manner.
  • the load pickup trolleys 16 are automatically taken over again by the drive carriages 18 in that the drive carriage drivers 74 engage around the side load pickup carriages 34.
  • the load receiving carriages 16 are separated from the drive carriages 18 and then brought together again. If necessary, the load pickup 16 are parked with the drive car 18 in the Leerzieh notedn 96 and moved out at a later time backwards with the drive carriage 18 again.
  • the load receiving carriages 16 are moved independently of one another into the corresponding sorting storage 98.
  • the load picking trolleys 16 with the workpieces are moved to the corresponding section of the final assembly section 99, where the final assembly is carried out.
  • chains or other power transmission means may be provided to drive the drive axles 266 with the drive carriage motor 270.
  • the drive carriage motors 70; 170; 270 may also be batie- terie or battery operated, so in this regard on the sliding contacts 82; 182; 282 and the sliding tracks 83; 183; 283 can be waived.
  • the load rails 12; 112; 212 may be formed instead of rails as rails of a maglev train.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)

Abstract

L'invention concerne un dispositif (10) de transport de pièces comportant un convoyeur de charge aérien. Le convoyeur de charge aérien comprend un rail (12) pour la charge et au moins un chariot de suspension de charge (16) sur lequel les pièces peuvent être accrochées pour être transportées et qui peut se déplacer sur le rail (12). Un chariot d'entraînement (18) entraîné par moteur et apte à se déplacer sur une piste d'entraînement (14) sert à déplacer le chariot de suspension de charge (16). La piste d'entraînement (14) s'étend parallèlement au rail (12). Le chariot d'entraînement (18) peut être accouplé au chariot de suspension de charge (16) par des moyens d'accouplement (34, 74b) libérables, de telle sorte que le chariot d'entraînement (18) est en mesure d'entraîner et/ou de freiner le chariot de suspension de charge (16).
EP08849526.2A 2007-11-17 2008-09-29 Dispositif de transport de pièces à convoyeur de charge aérien Not-in-force EP2209688B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710054970 DE102007054970A1 (de) 2007-11-17 2007-11-17 Fördervorrichtung für Werkstücke mit einer Last-Hängebahn
PCT/EP2008/008252 WO2009062568A1 (fr) 2007-11-17 2008-09-29 Dispositif de transport de pièces à convoyeur de charge aérien

Publications (2)

Publication Number Publication Date
EP2209688A1 true EP2209688A1 (fr) 2010-07-28
EP2209688B1 EP2209688B1 (fr) 2016-11-23

Family

ID=40212350

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08849526.2A Not-in-force EP2209688B1 (fr) 2007-11-17 2008-09-29 Dispositif de transport de pièces à convoyeur de charge aérien

Country Status (3)

Country Link
EP (1) EP2209688B1 (fr)
DE (1) DE102007054970A1 (fr)
WO (1) WO2009062568A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102010041894A1 (de) * 2010-10-01 2012-04-05 Dürr Systems GmbH Antriebseinheit für eine Fördervorrichtung
CN102923441A (zh) * 2012-11-08 2013-02-13 无锡聚辉科技有限公司 积放链驱动离合器

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SE354619B (fr) * 1968-11-22 1973-03-19 Jeumont Schneider
GB1513561A (en) * 1976-04-28 1978-06-07 Drysys King Conveyors Ltd Conveyors
DE10039946C1 (de) * 2000-08-16 2002-04-11 Eisenmann Kg Maschbau Elektrohängebahn
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EP2209688B1 (fr) 2016-11-23
DE102007054970A1 (de) 2009-05-20
WO2009062568A1 (fr) 2009-05-22

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