EP2531389B1 - Conveyor system for transporting articles - Google Patents

Description

1. a) einem Schienensystem, welches
   • aa) mehrere Streckenabschnitte umfasst;
   • ab) wenigstens eine Weiche umfasst, mittels welcher über einen Weichenantrieb ein erster Streckenabschnitt wahlweise mit einem zweiten Streckenabschnitt oder einem dritten Streckenabschnitt des Schienensystems verbindbar ist;
2. b) wenigstens einem antreibbaren Transportwagen, welcher entlang eines Bewegungsweges auf dem Schienensystem verfahrbar ist;
3. c) einem Kommunikationssystem, welches wenigstens eine Kommunikationsleitung umfasst, die sich entlang des Bewegungsweges des wenigstens einen Transportwagens erstreckt;
4. d) einer an dem wenigstens einen Transportwagen angeordneten Wagen-Kommunikationseinheit, die mit einer Transportwagensteuereung des Transportwagens in Verbindung steht und die mit der wenigstens einen Kommunikationsleitung zusammenarbeitet.

The invention relates to a conveyor system for transporting objects

1. a) a rail system, which
   • aa) comprises several route sections;
   • ab) comprises at least one switch, by means of which a first track section can be optionally connected to a second track section or a third track section of the rail system via a point machine;
2. b) at least one drivable transport carriage which can be moved along a movement path on the rail system;
3. c) a communication system, which comprises at least one communication line, which extends along the movement path of the at least one transport carriage;
4. d) a carriage communication unit arranged on the at least one transport carriage, which is connected to a transport carriage controller of the transport carriage and which works together with the at least one communication line.

In such conveyor systems known from the market, gates are usually controlled by means of a central controller, which coordinates the entire process of transporting the objects. For this purpose, the central control can communicate with the transport vehicle via the communication line and drive parameters such as the destination or the speed to be maintained transmit and initiate braking or acceleration processes for each individual transport vehicle. The position of each transport carriage on the rail system is recorded in real time via position detection devices known from the prior art and transmitted to the central control. Depending on the data available to it, the central control operates a switch accordingly by directly controlling its drive. For this purpose, the drive of each switch is usually connected to the central control via a separate cable connection assigned to it. In view of the usual dimensions of a conveyor system, this requires large-scale electrical installations over large distances between the central control and the points. These electrical installations have a corresponding effect on the overall costs of such a conveyor system.

It is therefore the object of the invention to create a conveyor system of the type mentioned in the introduction, in which the cost of the necessary electrical installations for connecting the central controller to the switch is reduced.

• e) der Weichenantrieb mittels einer Weichensteuerung ansteuerbar ist, welche mit der wenigstens einen Kommunikationsleitung in Verbindung steht; und
• f) die Weichensteuerung über die Kommunikationsleitung mit dem wenigstens einen Transportwagen und/oder einer Zentralsteuerung kommunizieren kann.

This object is achieved in a device of the type mentioned in that

• e) the point drive can be controlled by means of a point controller which is connected to the at least one communication line; and
• f) the switch controller can communicate with the at least one transport vehicle and/or a central controller via the communication line.

According to the invention, it was recognized that the already existing communication line along the movement path of the usually several transport carriages can be used to transmit control signals for controlling the points. For this purpose, the switch includes a switch that is associated with it and is therefore decentralized Switch control that can receive data via the communication line and controls the switch drive depending on the control commands received.

Only a relatively short cable connection between the switch and the communication line along the rail system is therefore necessary. A complex electrical installation, as is known from the prior art, is not required.

The measure according to the invention can be implemented both in the case of single-track and also in the case of two-track or multi-track electric monorail systems or floor rail systems.

The switch controller communicates with the at least one transport vehicle and/or with a central controller via the communication line. In principle, it can be sufficient if the switch controller is in communication connection either only with the transport vehicle or only with the central controller. In the first case, an adjustment of the switch can be triggered individually by each transport carriage or via an information chain from the central controller to the transport carriage to the switch. In the second case, the switch can be triggered centrally via the central control. If both communication paths are open, additional parameters can be taken into account and the central control of the points can, for example, send a command that is superior to individual control by a transport vehicle.

It is favorable if the communication line is designed as a conductor line and the switch controller is connected to the conductor line by means of a contact device. If necessary, existing communication conductor lines can be used for communication between the transport vehicle and the central controller.

Alternatively, it can be favorable if signals can be fed into the communication line without contact or can be retrieved from it.

Leaky wave conductors have become established for this purpose, for example.

A technically favorable communication connection between the communication line and the point controller can be established via a data cable.

If there is a power supply line along the path of movement of the at least one transport carriage, it can be connected to the points controller so that the points can be supplied with electrical energy. The power supply line can be fed centrally, which eliminates the need for a separate power supply device for each switch or, in turn, corresponding electrical installations from a central power source to each switch.

Systems that are already established can be expanded if the power supply line is a conductor line that works together with a sliding contact device of the at least one transport vehicle.

A contact line can advantageously be designed as a combined communication and energy line.

Alternatively, an inductive power supply has proven to be good, for which purpose the at least one transport carriage advantageously includes a pick-off module, by means of which the transport carriage can be supplied with electrical energy inductively via the energy supply line.

A technically simple connection from the power supply line to the points control can be made via a power line, ie a cable connection. This is particularly practicable when the transport carriage is supplied with energy inductively.

The conveyor system can be operated particularly advantageously with greater safety if the supply of electrical energy from the power supply line in a safety section of the rail system, which is arranged in front of the switch in the transport direction, can be maintained or interrupted by means of the switch control. As a result, the switch can immediately shut down a safety section upstream of it if, for example, it assumes an intermediate position in which a transport wagon driving into the switch would cause it to derail.

Figur 1

eine Ansicht von oben auf einen Abschnitt einer Elektrohängebahn mit einer Weiche in einer ersten Stellung, in der sie einen ersten Streckabschnitt mit einem zweiten Streckeabschnitt verbindet;

Figur 2

eine der Figur 1 entsprechende Ansicht des Abschnitts der Elektrohängebahn mit der Weiche in einer zweiten Stellung, in der sie den ersten Streckenabschnitt mit einem dritten Streckenabschnitt verbindet;

Figur 3

einen Schnitt durch eine Tragschiene, wobei Komponenten zur Energieübertragung und zur Kommunikation sowohl der Weiche als auch eines Transportwagens bei einem ersten Ausführungsbeispiel gezeigt sind;

Figuren 4A und 4B

zum ersten Ausführungsbeispiel eine Seitenansicht der Tragschiene des Fördersystem an zwei verschiedenen Stellen des ersten Streckenabschnitts;

Figur 5

einen Schnitt durch die Tragschiene, wobei abgewandelte Komponenten zur Energieübertragung und zur Kommunikation sowohl der Weiche als auch des Transportwagens bei einem zweiten Ausführungsbeispiel gezeigt sind;

Figuren 6A und 6B

zum zweiten Ausführungsbeispiel eine Seitenansicht der Tragschiene des Fördersystem an zwei verschiedenen Stellen des ersten Streckenabschnitts;

Figur 7

einen Schnitt durch die Tragschiene, wobei abgewandelte Komponenten zur Kommunikation sowohl der Weiche als auch des Transportwagens bei einem dritten Ausführungsbeispiel gezeigt sind;

Figur 8

einen Schnitt durch die Tragschiene, wobei abgewandelte Komponenten zur Energieversorgung sowohl der Weiche als auch des Transportwagens bei einem vierten Ausführungsbeispiel gezeigt sind.

Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. In these show:

figure 1

a view from above of a section of an electric monorail system with a switch in a first position in which it connects a first stretch section to a second stretch section;

figure 2

one of the figure 1 corresponding view of the section of the electric monorail with the switch in a second position in which it connects the first section to a third section;

figure 3

a section through a support rail, wherein components for energy transmission and for communication of both the switch and a trolley are shown in a first embodiment;

Figures 4A and 4B

for the first embodiment, a side view of the support rail of the conveyor system at two different points of the first section;

figure 5

a section through the mounting rail, with modified components for energy transmission and for communication of both the switch and the trolley are shown in a second embodiment;

Figures 6A and 6B

for the second embodiment, a side view of the support rail of the conveyor system at two different points of the first section;

figure 7

a section through the mounting rail, wherein modified components for communication of both the switch and the transport carriage are shown in a third embodiment;

figure 8

a section through the mounting rail, with modified components for power supply both the switch and the trolley are shown in a fourth embodiment.

In the figures 1 and 2 a section of a rail system 10 of a conveyor system in the form of an electric monorail system 12 is shown in a view from above. The principle explained below using the example of the electric monorail system 12 can alternatively can also be used with other rail systems, in particular with floor 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 an I-profile. It runs above the level of the floor of the room and is suspended in a manner known per se from a holding structure which is not shown separately and which requires no further explanation.

A large number of transport carriages 16 can be moved on the support rail 14, of which figure 1 and 2 only one is shown. The transport carriage 16 comprises a running gear 18 which engages around the support rail 14, as is known from the prior art and therefore does not need to be described in any more detail. The chassis 18 is connected to a transport hanger 20 in which the material to be conveyed is accommodated.

The rail system 10 of the electric monorail system 12 comprises a number of track sections which are each connected to one another via points. In the figures 1 and 2 a first route section 22 of the rail system 10 can be seen, on which the transport carriages 16 travel in a transport direction 24 . The first route section 22 is arranged in front of a switch 26 in this transport direction 24 . An end section of the first track section 22 adjacent to the points 26 forms a safety rail section 28. This will be discussed again below.

A second route section 30 is arranged behind the switch 26 in the transport direction 24 . This is connected via a straight switch rail 32 of the switch 26 to the first section 22 when the switch 26 is a first takes the course that in figure 1 is shown.

A third section 34, which is also arranged behind the switch 26 in the transport direction 24, is connected to the first section 22 via a curved switch rail 36 of the switch 26 when the switch 26 assumes a second switch position, which in figure 2 is shown.

The support rail 14 carries along the path of movement of the transport carriage 16, a power supply line 38, the at one in the Figures 3 and 4 shown first embodiment is designed as a multi-wire conductor line 40. Examples are in the Figures 3 and 4 Four cores 42 of the conductor line 40 are shown, which are designed as copper lines having a longitudinal section and thus having a C-shaped cross section. The contact line 40 generally includes three wires for the phases of three-phase current and one wire at ground potential. Optionally, there can also be a core as a neutral conductor. Optionally, the contact line 40 can also include a pair of cores, which forms a pair of poles for low voltage, via which any existing control elements, sensors or actuators on the transport carriage 16 can be energized.

Further current-carrying contact lines can also be provided in order to energize additional equipment as required.

For current collection, each transport carriage 16 includes a sliding contact device 44 carried along by it, which is connected to a transport carriage control 46 of the transport carriage 16, which is shown in figure 3 is only indicated by dashed lines. The sliding contact device 44 has spring-loaded carbon fingers 48, one of which protrudes through the associated longitudinal slot in each case into a wire 42 and whose inner surface contacts.

In addition, the support rail 14 carries along the path of movement of the transport carriage 16, a communication line 50, which in the Figures 3 and 4 shown embodiment is also designed as a multi-wire conductor line; this bears the reference number 52. Two cores 54 of the conductor line 52 are shown as an example, which are also designed as copper lines with a C-shaped cross section.

For data transmission, each transport carriage 16 includes a carriage communication unit carried by it in the form of a contact device 56 which is connected to the transport carriage controller 46 of the transport carriage 16 . The contact device 56 in turn has spring-loaded carbon fingers 58, one of which protrudes through the associated longitudinal slot into a respective core 54 and contacts the inner surface thereof, as a result of which signal transmission can take place.

The energy supply line 38 of the mounting rail 14 is fed via a first energy supply line 60 from a central energy supply device 62 (see FIG figures 1 and 2 ). The communication conductor line 52 of the mounting rail 14 is connected to a central controller 66 via a bidirectional main data line 64, so that it can feed communication data into the communication conductor line 52 of the mounting rail 16 and retrieve them from it. Lines used for data transmission are always shown in the figures with thicker lines than power lines.

The central controller 66 can communicate with any trolley 16 at any location on the rail system 12 via the communication bus line 52 . For data transfer Various standardized communication systems are suitable, eg ASi, RS485 or CAN bus systems or Ethernet.

As in the figures 1 and 2 As can be seen, the switch 26 includes a switch controller 68. This is connected to the power supply line 38 on the mounting rail 14 via a power supply line 70, via which the switch 26 is supplied with energy.

Seen in the transport direction 24 , the power supply line 70 is connected to the power supply line 38 in a region 22a just before the safety section 28 of the first stretch section 22 of the rail system 10 . For this purpose, there is a removal unit 72 arranged in the Figures 3 and 4 shown embodiment is designed as a contact unit 74, which contacts the wires 42 of the conductor line 40 on the support rail 14 facing side.

Figure 4A shows a side view of the rail area 22a of the support rail 14, wherein the contact unit 74 arranged behind the contact line 40 can be seen from this viewing direction. In the figure 3 shown sliding contact device 44 of the transport carriage 16 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 device 62 but by means of the points controller 68 via a second power supply line 76 . With the help of the points control 68, the power supply to the safety section 28 can be optionally interrupted. This is discussed again below.

When the switch 26 assumes its first switch position, the switch controller 68 also energizes the power supply line 38 in the area of the straight switch rail 32 via a third power supply line 78. In a corresponding manner, the switch controller 68 energizes the power supply line 38 in the area of the curved switch rail 36 via a fourth power supply line 80 when the switch 26 assumes its second switch position.

The switch 26 includes 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 points drive 82 with the points rails 32 and 36 is in the figures 1 and 2 indicated by dotted lines.

The points drive 82 is controlled via the points controller 68 and supplied with current via a fifth power supply line 84 .

The switch controller 68 is connected to the communication line 50 on the mounting rail 14 via a bidirectional switch data line 86 . As a result, the points controller 68 can exchange data and communicate with the central controller 66 on the one hand and with each transport vehicle 16 on the other hand, for which the respective communication systems must be compatible.

The switch data line 86 is coupled to the communication line 50 of the mounting rail 14 via a transmission unit 88 at the end region 28a of the safety section 28 adjacent to the switch 26 . The transmission unit 88 is in the Figures 3 and 4 shown embodiment designed as a data contact device 90 which contacts the two wires 54 of the conductor line 52 on the side facing the mounting rail 14 .

Figure 4B shows the end region 28a of the safety section 28 in a side view and the transmission unit 88 arranged behind the contact line 40 from this viewing direction Figure 4B is the in figure 3 to be recognized data contact device 56 of the transport carriage 16 for the sake of clarity not shown.

In the Figures 5 and 6 a modification of the energy and data transmission is shown as a second exemplary embodiment.

In contrast to the embodiment according to the Figures 3 and 4 Here the power supply line 40 and the communication line 50 are combined in a single contact line 92, which carries both power and transmits data signals. The data transmission via live lines is known in and of itself under the term Power-LAN.

For energy and data removal, the transport carriages 16 have a sliding contact unit 94, via which the respective transport carriage 16 is energized and its transport carriage controller 46 exchanges data. For this purpose, a signal processing unit 96 is integrated into the sliding contact unit 94, which filters out the data signals or feeds them into the sliding line 92.

In the same way, the points controller 68 can also be coupled to the conductor line 92 via a contact unit 100 with an integrated signal processing unit 102 . In this case, the switch data line 86 also leads to the end area 22a of the first route section 22 before the safety section 28, where correspondingly the contact unit 100 is arranged. Alternatively, the power supply and the data transfer of the switch controller 68 can also be carried out separately from one another, as is the case in the exemplary embodiment according to FIGS Figures 3 and 4 the case is. This is in the Figures 6A and 6B shown.

In figure 7 a modification of the data transmission is shown as a third exemplary embodiment.

Instead of the communication conductor line 52 in the first embodiment according to FIGS Figures 3 and 4 the communication line 50 is designed here as a leaky waveguide 104, as is known per se.

The transport carriage 16 carries a receiving and transmitting antenna 106 which is always guided closely along the leaky waveguide 104 . For example, Ethernet can be used as a standardized communication system.

In this case, the point data line 86 of the point controller 68 is connected to the core of the leaky waveguide 104 via a direct cable connection, which in figure 7 is only implied.

In figure 8 is shown as a fourth embodiment, a modification of the power supply.

Here, the transport carriage 16 is supplied with energy inductively, for which purpose the energy supply line 38 is designed as a current-carrying cable 108 . The transport carriages 16 each carry a pick-up module 110, a so-called pick-up module, for energy consumption, as is known per se. This encompasses the cable 108, as shown in figure 8 can be seen, and is with the trolley control 46 connected.

In this case, the power supply line 70 to the switch controller 68 is connected to the current-carrying cable 108 via a direct cable connection, which in figure 8 is only implied.

The data transfer can take place here as desired, which is why the components for data transfer in figure 8 are only shown in phantom and not provided with reference numerals.

Irrespective of the type of energy transmission or communication, the electric monorail system 12 described above works as follows:
The transport carriages 16 communicate bidirectionally with the central controller 66, which coordinates the travel of the transport carriages 16 and sends corresponding signals to the individual transport carriages 16. These in turn return data to the central controller, eg data on the current speed, acceleration or deceleration as well as data on the position. All established techniques can be used to determine the position of a transport vehicle on the rail system 10 .

However, in addition to the central controller 66 and the transport carriage 16, the point controller 68 is also integrated into the communication. The switch controller 68 can exchange information via the communication line 50 with any transport carriage 16 at any desired point on the rail system 10 and with the central controller 66 .

To control the switch 26, for example, the communication between a transport vehicle 16 approaching the switch 26 in the transport direction 24 and the switch controller 68 can be used will.

The switch control 68 stores which switch position the switch 26 must assume in order for a trolley 16 to be routed correctly from the first section 22 to the second or third section 30 or 34 so that it can reach its destination.

It is assumed that switch 26 is in its first switch position (see figure 1 ) is located and its second switch position (see figure 2 ) must take so that a trolley can reach a destination Z.

When a certain transport carriage 16 with the destination Z approaches the switch 26 in the transport direction 24, it transmits a signal to the switch controller 68, which means “my destination is Z”. The points controller 68 then energizes the points drive 82 in such a way that the points 26 move into the second points position.

As a safety measure, the points controller 68 interrupts the power supply to the safety section 28 of the first route section 22 during the transition from the first to the second point position. This means that the power supply line 38 does not carry any current along the safety section 28 as long as the switch is in an intermediate position between the first and the second switch position.

If the transport carriage 16 enters the safety section 28 before the switch 26 assumes its second switch position, the transport carriage 16 is no longer energized and brakes on the support rail 14 in the safety section 28. The safety section 28 is chosen so long that a transport carriage 16 can advance the switch 26 to Standstill comes when it is no longer supplied with energy.

In this way it is ensured that a transport carriage 16 cannot drive into the switch 26 when the switch occupies an intermediate position in which the transport carriage 16 would derail and move off the support rail 14 .

As soon as the switch 26 assumes its second switch position, the power supply line 38 along the safety section 28 is energized again, so that a transport carriage 16 located on it can start moving again or a transport carriage 16 arriving at the safety section 28 can continue its journey unchanged.

The communication between switch 26 and transport carriage 16 therefore takes place according to plan before the safety section 28, so that the transport carriage 16 only moves into the safety section 28 when power is supplied to it again.

The processes described above run analogously when the switch is moved from the second switch position to the first switch position.

Due to the fact that the power is supplied to the switch control 68 and thus to the switch 26 via the power supply line 38 along the mounting rail 14, there are no long cables that would otherwise have to be laid over relatively large distances from the power supply device 62 to a respective switch 26.

Since the points controller 68 also communicates with the central controller 66 via the communication line 50 and can receive commands, the points 26 can also use the central controller 66 can be controlled if changed circumstances require this.

The switch 26 can also be controlled manually by an operator via external means, e.g.

Claims (11)

1. Conveyor system for transporting objects with

   a) a rail system (10) which

   aa) comprises a plurality of track sections (22, 30, 34)

   ab) at least one switch (26), by means of which a first track section (22) can be selectively connected to a second track section (30) or to a third track section (34) of the rail system (10) via a switch drive (82);

   b) at least one drivable transport carriage (16) which can be moved along a path of movement on the rail system (10);

   c) a communication system comprising at least one communication line (50) extending along the path of movement of the at least one transport carriage (16);

   d) a trolley communication unit (56) arranged on the at least one transport trolley (16), in communication with a transport trolley controller (46) of the transport trolley (16) and cooperating with the at least one communication line (50), characterized in that

   e) the switch drive (82) can be controlled by means of a switch control unit (68) which is connected to the at least one communication line (50)
   and

   f) the switch controller (68) can communicate with the at least one transport carriage (16) and/or a central controller (66) via the communication line (50).
2. Conveyor system according to claim 1, characterized in that the communication line (50) is designed as a conductor line (52) and the switch control (68) is connected to the conductor line by means of a contact device (90).
3. Conveyor system according to claim 1, characterized in that signals can be fed into or retrieved from the communication line (50) without contact.
4. Conveyor system according to claim 3, characterized in that the communication line (50) is a leaky waveguide (104).
5. Conveyor system according to claim 3 or 4, characterized in that the communication line (50) is connected to the switch control (68) via a data cable (86).
6. Conveyor system according to any one of claims 1 to 5, characterized in that a power supply line (38) is present along the path of movement of the at least one transport carriage (16), which is connected to the switch control (68) so that the switch (26) can be supplied with electrical power.
7. Conveyor system according to claim 6, characterized in that the power supply line (38) is a conductor line (40) which cooperates with a sliding contact device (44) of the at least one transport carriage.
8. Conveyor system according to claim 7 with reference to claim 2, characterized in that the conductor line (40) is a combined communication and power line (40).
9. Conveyor system according to claim 7, characterized in that the at least one transport carriage (16) comprises a pick-off module (110) by means of which the transport carriage (16) can be supplied inductively with electrical energy via the energy supply line (38).
10. Conveyor system according to any one of claims 6 to 9, characterized in that power supply line (38) is connected to the switch controller (68) via a power line (70).
11. Conveyor system according to any one of claims 6 to 10, characterized in that the supply of electrical energy to the energy supply line (38) takes place in a safety section (28) of the rail system (10), which is arranged in the direction of transport (24) upstream of the switch (26), by means of the can be selectively maintained or interrupted by means of the switch control (68).

Images