EP2531389A1 - Conveyor system for transporting articles - Google Patents
Conveyor system for transporting articlesInfo
- Publication number
- EP2531389A1 EP2531389A1 EP11700899A EP11700899A EP2531389A1 EP 2531389 A1 EP2531389 A1 EP 2531389A1 EP 11700899 A EP11700899 A EP 11700899A EP 11700899 A EP11700899 A EP 11700899A EP 2531389 A1 EP2531389 A1 EP 2531389A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- switch
- line
- communication
- rail
- section
- 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
Links
- 238000004891 communication Methods 0.000 claims abstract description 56
- 230000006854 communication Effects 0.000 claims abstract description 55
- 239000004020 conductor Substances 0.000 claims description 23
- 238000010079 rubber tapping Methods 0.000 claims description 2
- 230000005540 biological transmission Effects 0.000 description 10
- 230000000875 corresponding effect Effects 0.000 description 6
- 238000010616 electrical installation Methods 0.000 description 5
- 238000012546 transfer Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 230000002457 bidirectional effect Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 229910052802 copper Inorganic materials 0.000 description 2
- 239000010949 copper Substances 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 230000001939 inductive effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 210000003462 vein Anatomy 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 230000003213 activating effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000003245 coal Substances 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B7/00—Switches; Crossings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/04—Monorail systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/002—Control or safety means for heart-points and crossings of aerial railways, funicular rack-railway
Definitions
- turnouts are usually controlled by means of a central control, which coordinates the overall process of transport of the objects.
- the central controller can communicate with the transport carriages via the communication line and driving parameters, such as the destination or the area to be maintained. speed, and initiate braking or acceleration on each individual trolley.
- the position of each trolley on the rail system is detected in real time and transmitted to the central control via position detection devices known from the prior art.
- the central control accordingly operates a diverter by directly activating its drive.
- the measure according to the invention can be implemented both in single-track as well as in two- or multi-lane overhead monorail systems or ground rail systems.
- the communication line is designed as a conductor rail and the points control is connected by means of a contact device with the conductor rail. If necessary, existing communication loop lines can already be used for the communication between the transport vehicle and the central control.
- signals can be fed without contact into the communication line or can be retrieved therefrom.
- leaky-wave conductors have been established for this purpose.
- a technically favorable communication connection between the communication line and the point controller can be made via a data cable.
- a power supply line is present along the path of movement of the at least one trolley, this may be connected to the point controller, so that the switch is supplied with electrical energy.
- the power supply line can be centrally powered, eliminating a separate power supply device for each switch or turn corresponding electrical installations of a zen ⁇ tral power source to each switch.
- the power supply line is a conductor line which cooperates with a grinding contact device of at least one trolley.
- a grinding line may advantageously be formed as a combined commu nication ⁇ and power line.
- an inductive energy supply has proved to be good, for which purpose the at least one transport vehicle advantageously comprises a tapping module, by means of which the transponder inductive can be supplied via the power supply line with electrical energy.
- a technically simple connection from the power supply line to the points control can be done via a power line, so a cable connection. This is especially practicable when the energy supply of the trolley is done inductively.
- the conveyor system can be operated particularly advantageously with a higher degree of safety if the feed with electrical energy of the power supply line can optionally be maintained or interrupted by means of the point controller in a safety section of the rail system which is arranged in the transport direction in front of the switch.
- the switch can immediately shut down an upstream safety section, when e.g. assumes an intermediate position in which the entry of a trolley into the switch would lead to its derailment.
- Figure 1 is a top view of a portion of a
- Figure 2 is a view corresponding to Figure 1 of the portion of the monorail system with the switch in a second position in which it connects the first link section with a third link section;
- Figure 3 shows a section through a mounting rail, wherein components for power transmission and communication of both the switch and a trolley are shown in a first embodiment;
- Figures 4A and 4B to the first embodiment a side view of the support rail of the conveyor system at two different points of the first link section;
- Figure 5 shows a section through the mounting rail, wherein modified components for power transmission and communication of both the switch and the trolley are shown in a second embodiment
- Figure 7 shows a section through the mounting rail, wherein modified components for communication of both the switch and the trolley are shown in a third embodiment
- Figure 8 shows a section through the mounting rail, wherein modified components for powering both the switch and the trolley are shown in a fourth embodiment.
- FIGS. 1 and 2 a section of a rail system 10 of a conveyor in the form of an overhead monorail 12 is shown in a view from above.
- the principle explained below using the monorail system 12 as an example can ternatively used in other rail systems, especially in ground rail systems.
- the rail system 10 is single track in the present embodiment and includes a support rail 14, which is designed in a conventional manner as I-profile. It runs above the level of the room floor and is suspended in a manner known per se on a not specifically shown support structure, which requires no further explanation.
- the transport carriage 16 comprises a support rail 14 encompassing chassis 18, as is known from the prior art and therefore need not be further described.
- the chassis 18 is connected to a transport hanger 20, is housed in which promoting good.
- the rail system 10 of the overhead monorail system 12 comprises several sections, which are each connected to each other via switches.
- Figures 1 and 2 is a first
- Track section 22 of the rail system 10 to recognize, on which the trolley 16 drive in a transport direction 24.
- the first route section 22 is arranged in front of a switch 26 in this transport direction 24.
- One of the switch 26 adjacent end portion of the first link section 22 forms a safety rail section 28. This will be discussed further below.
- a second stretch section 30 is arranged in the transport direction 24 behind the switch 26 in the transport direction 24 behind the switch 26 in the transport direction 24 behind the switch 26, a second stretch section 30 is arranged. This is about a straight-line switch rail 32 of the switch 26 with the first
- a third, also in the transport direction 24 behind the switch 26 arranged track section 34 is connected via a curve switch rail 36 of the switch 26 with the first link section 22 when the switch 26 assumes a second switch position, which is shown in Figure 2.
- the support rail 14 carries along the path of movement of the trolley 16, a power supply line 38 which is formed in a first embodiment shown in Figures 3 and 4 as a multi-core conductor rail 40.
- a power supply line 38 which is formed in a first embodiment shown in Figures 3 and 4 as a multi-core conductor rail 40.
- four cores 42 of the conductor rail 40 are shown, which are formed as copper conductors having a longitudinal section and thus having a C-shaped cross-section.
- the conductor line 40 usually comprises three wires for the phases of three-phase current and one core at ground potential.
- a wire can be present as a neutral conductor.
- the conductor rail 40 may also comprise a pair of wires, which forms a pair of poles for low voltage, via which any existing controls, sensors or actuators can be energized on the trolley 16.
- each trolley 16 includes a guided by this grinding contact device 44, which is in communication with a trolley control 46 of the trolley 16, which is indicated in Figure 3 only by dashed lines.
- the ⁇ abrasive contact device 44 comprises spring loaded coal fingers 48, one of which protrudes in each case one by the supplied ⁇ impaired longitudinal slot in each case a vein 42, and contacted the inner surface.
- the support rail 14 carries along the path of movement of the trolley 16, a communication line 50 which is also formed in the embodiment shown in Figures 3 and 4 as a multi-core conductor rail; this is denoted by the reference numeral 52.
- a communication line 50 which is also formed in the embodiment shown in Figures 3 and 4 as a multi-core conductor rail; this is denoted by the reference numeral 52.
- two cores 54 of the conductor rail 52 are shown, which are likewise designed as C-shaped copper conductors in cross section.
- each transport carriage 16 comprises a carriage communication unit carried by it in the form of a contact device 56, which is connected to the transport carriage control 46 of the transport carriage 16.
- the contact device 56 in turn has again spring-loaded carbon fingers 58, one of which projects through the respective longitudinal slot in each case a vein 54 and contacted the inner surface, whereby a signal transmission can take place.
- the energy supply line 38 of the mounting rail 14 is fed via a first power supply line 60 from a central power supply device 62 (see FIGS. 1 and 2).
- the communication-conductor line 52 of the support rail 14 is connected via a bidirectional main data line 64 to a central controller 66 in connection, so that these Kom ⁇ munikations choir feed into the communication-conductor line 52 of the support rail 16 and can retrieve from this.
- Lei ⁇ obligations that serve of data transfer, are always shown in the Figu ⁇ ren with greater line thickness as energy ⁇ lines.
- the central controller 66 may communicate with each trolley 16 at each location on the rail system 12 via the communications loop line 52.
- Various standardized communication systems are suitable, eg ASi, RS485 or CAN bus systems or Ethernet.
- the switch 26 includes a switch control 68. This is connected via an energy dissipation line 70 to the power supply line 38 to the support rail 14, via which the switch 26 is energized.
- the power take-off line 70 is connected to the power supply line 38 as seen in the transport direction 24 in a region 22a shortly before the safety section 28 of the first stretch section 22 of the rail system 10.
- a removal unit 72 is arranged there, which is formed in the embodiment shown in Figures 3 and 4 as a contact unit 74, which contacts the wires 42 of the conductor rail 40 on the support rail 14 side facing.
- FIG. 4A shows a side view of the rail area 22a of the mounting rail 14, wherein the contact unit 74 arranged from this viewing direction behind the contact rail 40 can be seen.
- the grinding contact device 44 of the transport carriage 16 shown in FIG. 3 is omitted there for the sake of clarity.
- the section of the power supply line 38 which runs along the safety section 28 of the support rail 14, forms a separate line area and is not fed by the central power supply 62, but by means of the switch control 68 via a second power supply line 76.
- the switch controller 68 With the aid of the switch controller 68, the power supply to the safety section 28 can optionally be interrupted. This will be discussed again below.
- the switch controller 68 also energises the power supply line 38 in the region of the rectilinear switch rail 32 via a third energy supply line 78.
- the switch controller 68 energizes the energy supply line 38 in the region of the curve switch rail 36 via a fourth energy supply line 80, when the switch 26 takes her second turnout position.
- the switch 26 comprises a switch drive 82, by means of which it can be moved from its first switch position to its second switch position and from its second switch position to its first switch position.
- the mechanical coupling of the point machine 82 with the points rails 32 and 36 is indicated in Figures 1 and 2 by means of dotted lines.
- the points drive 82 is controlled via the point controller 68 and energized by this over a fifth power supply line 84.
- the point controller 68 is connected to the communication line 50 on the mounting rail 14 via a bidirectional line data line 86. In this way, the point controller 68 with the central controller 66 on the one hand and with each trolley 16 on the other hand exchange data and Karlu ⁇ nicate, including the respective communication systems must be compatible.
- the switch data line 86 is coupled to the switch 26 adjacent end portion 28a of the security section 28 via an over ⁇ tragungsussi 88 with the communication line 50 of the support rail 14.
- the transfer unit 88 is in the embodiment shown in Figures 3 and 4 designed as a data contact device 90 which contacts the two wires 54 of the conductor rail 52 on the support rail 14 side facing.
- FIG. 4B shows the end region 28a of the security section 28 in a side view and the transmission unit 88 arranged behind the sliding line 40 from this viewing direction.
- the data contact device 56 of the transport carriage 16 to be recognized in FIG. 3 is not shown for the sake of clarity.
- FIGS. 5 and 6 A modification of the energy and data transmission is shown in FIGS. 5 and 6 as a second exemplary embodiment.
- the energy supply line 40 and the communication line 50 are combined in a single conductor line 92, which carries both current and transmits data signals.
- Data transmission via live lines is known per se under the term Power-LAN.
- the trolley 16 has a grinding contact unit 94, via which the respective trolley 16 is both energized and the dolly control 46 exchanges data.
- a signal processing unit 96 is integrated into the grinding contact unit 94, which filters out the data signals or feeds them into the conductor rail 92.
- the switch controller 68 may be coupled via ei ⁇ ne contact unit 100 with integrated signal processing unit 102 with the conductor line 92nd In this case, the course data line 86 leads to Endbe ⁇ rich 22a of the first track section 22 in front of the safety unit 28, where correspondingly the contact unit 100 is arranged.
- the power supply and the data transfer of the switch controller 68 can also be carried out separately from each other, as is the case in the exemplary embodiment according to FIGS. 3 and 4. This is shown in Figs. 6A and 6B.
- FIG. 7 shows a modification of the data transmission as a third exemplary embodiment.
- the communication line 50 is formed here as a leaky waveguide 104, as it is known per se.
- the trolley 16 carries a receiving and transmitting antenna 106 with it, which is always guided close to the leaky waveguide 104 along.
- Ethernet can be used as a standardized calibration system.
- the course data line 86, the switch control 68 is connected in this case via a direct cable connection with the soul of the leakage waveguide 104, which is interpreted in Figure 7 only ⁇ .
- Figure 8 is shown as a fourth embodiment, a Abwand ⁇ ment of the power supply.
- the energy supply of the trolley 16 is made inductively, for which purpose the power supply line 38 is designed as stromwash ⁇ rendes cable 108.
- the trolley 16 straddle ⁇ ren to the energy loss in each case a Abgreifmodul 110, a so-called ⁇ pick-up module with, as it is in itself known. This encompasses the cable 108, as can be seen in Figure 8, and is with the dolly control 46 connected.
- the power take-off line 70 to switch controller 68 is connected in this case via a direct cable connection with the current-carrying cable 108, which is only indicated in Figure 8.
- the data transmission can take place here arbitrarily, which is why the components for data transmission in FIG. 8 are shown only by dashed lines and are not provided with reference numerals.
- the overhead monorail 12 described above operates as follows:
- the trolleys 16 communicate bidirectionally with the central controller 66, which coordinates the drive of the trolley 16 and corresponding signals to the individual
- Dolly 16 sends. These, in turn, return data to the central controller, e.g. Data about the current speed, acceleration or deceleration as well as position data. To determine the position of a trolley on the rail system 10, all established techniques can be used.
- the switch controller 68 is integrated into the communication.
- the switch controller 68 can exchange information with each trolley 16 at any point on the rail system 10 and with the central controller 66 via the communication line 50.
- the communication between a transport carriage 16 approaching the switch 26 in the transport direction 24 and the switch controller 68 can be effected. be used.
- the switch 26 is in its first switch position (see FIG. 1) and has to assume its second switch position (see FIG. 2) so that a transport carriage can reach a destination Z.
- the switch 26 in the direction of transport 24 now approaches a certain transporting carriage 16 with the destination Z, it transmits to the switch controller 68 a signal which correspondingly stands for "my destination is Z".
- the switch controller 68 then energizes the switch drive 82 such that the switch 26 moves into the second switch position.
- the switch controller 68 interrupts the power supply to the safety section 28 of the first track section 22 during the transition from the first to the second switch position. This means that the Ener ⁇ giemakerss Koch 38 does not conduct current along the security portion 28 as long as the switch is in an interim ⁇ 's position between the first and second soft ⁇ position.
- the trolley 16 If the trolley 16 enters the security section 28 before the switch 26 assumes its second switch position, the trolley 16 is no longer energized and brakes on the support rail 14 in the security section 28.
- the security section 28 is accordingly so long ⁇ ge selected that a trolley 16 before the turnout 26 for Standstill comes when it is no longer supplied with energy.
- the power supply line 38 is energized again along the safety section 28, so that a transport carriage 16 located thereon can start moving again or a transport carriage 16 reaching the safety section 28 can continue its drive unchanged.
- the communication between the switch 26 and trolley 16 is therefore carried out according to plan in front of the security section 28, so that the trolley 16 only then enters the security section 28, when this energy is supplied again.
- the switch 26 can also be used via the central controller 66. Control 66 are controlled, if changed circumstances require it.
- the switch 26 may additionally be provided by external means, e.g. a keypad or via a remote control manually be controlled by an operator who must optionally enter an authentication code before.
- external means e.g. a keypad or via a remote control manually be controlled by an operator who must optionally enter an authentication code before.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010007191A DE102010007191A1 (en) | 2010-02-05 | 2010-02-05 | Conveyor for transporting objects |
PCT/EP2011/000261 WO2011095285A1 (en) | 2010-02-05 | 2011-01-22 | Conveyor system for transporting articles |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2531389A1 true EP2531389A1 (en) | 2012-12-12 |
EP2531389B1 EP2531389B1 (en) | 2022-03-02 |
Family
ID=43858802
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11700899.5A Active EP2531389B1 (en) | 2010-02-05 | 2011-01-22 | Conveyor system for transporting articles |
Country Status (4)
Country | Link |
---|---|
US (1) | US10030336B2 (en) |
EP (1) | EP2531389B1 (en) |
DE (1) | DE102010007191A1 (en) |
WO (1) | WO2011095285A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102014107466B4 (en) | 2014-05-27 | 2016-01-07 | Conductix-Wampfler Gmbh | Conductor line, pantograph and conductor rail system |
US10947049B2 (en) * | 2018-04-06 | 2021-03-16 | Sst Systems, Inc. | Conveyor system with automated carriers |
CN109823788B (en) * | 2019-03-28 | 2024-03-12 | 浙江天珩自动包装机械有限公司 | Trolley switching track mechanism |
DE102019110056A1 (en) * | 2019-04-16 | 2020-10-22 | Krones Ag | Device for transporting objects |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0242177A2 (en) * | 1986-04-14 | 1987-10-21 | Transfer Technologies, Inc. | Computer controlled conveyor system |
US5749547A (en) * | 1992-02-11 | 1998-05-12 | Neil P. Young | Control of model vehicles on a track |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2902945A (en) * | 1954-01-27 | 1959-09-08 | American Monorail Co | Material handling system |
FR1380878A (en) | 1964-01-03 | 1964-12-04 | Bremshey & Co | Transport installation, particularly applicable to parts to be transported to machine shops |
US4630216A (en) * | 1984-06-05 | 1986-12-16 | Translogic Corporation | Method and apparatus for controlling and monitoring movement of material-transporting carriages |
US6109568A (en) | 1998-10-23 | 2000-08-29 | Innovative Transportation Systems International, Inc. | Control system and method for moving multiple automated vehicles along a monorail |
US6457681B1 (en) * | 2000-12-07 | 2002-10-01 | Mike's Train House, Inc. | Control, sound, and operating system for model trains |
DE10063447A1 (en) | 2000-12-20 | 2002-07-04 | Eisenmann Kg Maschbau | Conveyor system, especially an electric monorail |
DE102008047755A1 (en) * | 2007-09-19 | 2009-04-09 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Telpher controlling device for manufacturing i.e. car, has overhead traveling carriage that is positively driven in guide rail and associated with control module for wirelessly exchanging data with central control unit |
EP2067651B1 (en) * | 2007-12-05 | 2017-09-20 | Eisenmann SE | Single-rail railway system |
-
2010
- 2010-02-05 DE DE102010007191A patent/DE102010007191A1/en not_active Ceased
-
2011
- 2011-01-22 WO PCT/EP2011/000261 patent/WO2011095285A1/en active Application Filing
- 2011-01-22 US US13/576,695 patent/US10030336B2/en active Active
- 2011-01-22 EP EP11700899.5A patent/EP2531389B1/en active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0242177A2 (en) * | 1986-04-14 | 1987-10-21 | Transfer Technologies, Inc. | Computer controlled conveyor system |
US5749547A (en) * | 1992-02-11 | 1998-05-12 | Neil P. Young | Control of model vehicles on a track |
Non-Patent Citations (1)
Title |
---|
See also references of WO2011095285A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE102010007191A1 (en) | 2011-09-29 |
US10030336B2 (en) | 2018-07-24 |
WO2011095285A1 (en) | 2011-08-11 |
US20130104767A1 (en) | 2013-05-02 |
EP2531389B1 (en) | 2022-03-02 |
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