EP3848324A1 - Chariot à guidage automatique - Google Patents

Chariot à guidage automatique Download PDF

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Publication number
EP3848324A1
EP3848324A1 EP20210343.8A EP20210343A EP3848324A1 EP 3848324 A1 EP3848324 A1 EP 3848324A1 EP 20210343 A EP20210343 A EP 20210343A EP 3848324 A1 EP3848324 A1 EP 3848324A1
Authority
EP
European Patent Office
Prior art keywords
transport vehicle
axis
vehicle according
driverless transport
support frame
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.)
Pending
Application number
EP20210343.8A
Other languages
German (de)
English (en)
Inventor
Caspar Tügel
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.)
STILL GmbH
Original Assignee
STILL GmbH
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
Priority claimed from DE102020104790.8A external-priority patent/DE102020104790A1/de
Application filed by STILL GmbH filed Critical STILL GmbH
Publication of EP3848324A1 publication Critical patent/EP3848324A1/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/063—Automatically guided
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07586—Suspension or mounting of wheels on chassis

Definitions

  • the invention relates to a driverless transport vehicle, in particular for the transport of load carriers, which has a support frame, a chassis and a load-bearing platform for receiving a load carrier, the load-bearing platform being arranged on the carrier frame and the carrier frame and the chassis arranged in the vertical direction below the load-bearing platform are, wherein the chassis has a central axle with two non-steered wheels, a front axle with at least one steered wheel unit and a rear axle with at least one steered wheel unit.
  • a driverless transport vehicle of the generic type is from DE 20 2013 004 209 U1 known.
  • AGVs automated guided vehicles
  • platforms vehicles which drive under a load carrier, for example a pallet or a trolley, and possibly lift it slightly in order to move it horizontally and then set it down again.
  • Areas of application for such driverless transport vehicles in internal transport are, for example, the transport of pallets or trolleys from the storage location to a picking workstation and back or from a picking workstation to a production workstation.
  • driverless transport vehicles of the generic type with a three-axle chassis are known, of which the central axis is designed as a driven axle (drive axle) and the front axle and the rear axle are each designed as a non-driven axle with steerable wheels. If the drive wheels of the central axis can be operated and controlled independently of one another, different speeds and / or directions of rotation of the two drive wheels of the central axis can be used to force a change of direction and to steer, whereby the transport vehicle can turn around its center point on the spot.
  • a chassis concept in which the central axis designed as a drive axis is arranged by a certain amount in the vertical direction below a connecting plane that connects the non-driven front axle and the non-driven rear axle.
  • the drive axle When driving on a level road surface, the drive axle always carries the largest part of the total load; of the other two axles (front axle / rear axle) only one of the two axles is always supported, while the other axle is in the air.
  • a chassis concept in which the load is balanced between the three axles, for example using spring elements.
  • the chassis has a complex and expensive structure and the load balancing between the three axles can be incomplete depending on the load condition of the transport vehicle.
  • the present invention is based on the object of providing a driverless transport vehicle of the type mentioned at the outset, in which the distribution of the load over the three axles is improved.
  • the central axis and the front axis of the chassis are arranged on a first arm, which is articulated to the support frame by means of a first articulated axis, which has a horizontal pivot axis running in the transverse direction of the vehicle, and the rear axis of the chassis is connected a second arm is arranged, which is articulated to the central axis or the first arm by means of a second hinge axis which has a horizontal pivot axis running in the transverse direction of the vehicle, the second arm being connected to the support frame by means of a coupling element which is connected to the second arm and is articulated to the support frame.
  • the chassis according to the invention With the chassis according to the invention, a distribution of the inertia forces and thus a load distribution on the three axles is achieved, which is always defined in every load condition of the transport vehicle, on roads with significant unevenness and when driving on ramps.
  • the transport vehicle provided with the chassis according to the invention can travel on larger unevenness in the ground and larger ramp angles and the chassis has a simple structure.
  • the support frame is connected to the chassis on the one hand with the first boom via the first hinge axis and on the other hand with the second boom pivotable about the second hinge axis on the central axis or the first boom via the coupling element, which is connected to both the second boom and the first boom is articulated to the support frame.
  • the Coupling element can easily transfer forces between the support frame and the second boom and the required when pivoting the second boom about the second joint axis, which is arranged on the central axis pivotable about the first joint axis or on the first bracket pivotable about the first joint axis Length compensation can be achieved in a simple manner.
  • the first articulated axis is arranged in the vehicle longitudinal direction between the central axis and the front axis.
  • the second joint axis is arranged coaxially to an axis of rotation of the wheels of the central axis.
  • the second boom is thus mounted or pivotable about the axis of rotation of the wheels of the central axis, for example on the central axis.
  • the second joint axis can be arranged parallel to the axis of rotation of the wheels of the central axis and be arranged in the vicinity of the axis of rotation of the wheels of the central axis, for example on the first boom or on the central axis.
  • the coupling element is arranged in the vehicle longitudinal direction between the central axis and the rear axle.
  • the first hinge axis comprises two hinge connections which are arranged at a distance from one another in the transverse direction of the vehicle.
  • two such articulated connections arranged coaxially to the first articulation axis, which are spaced apart from one another in the transverse direction of the vehicle, not only forces between the support frame and the first boom can be transmitted on the first articulation axis, but also torques around the longitudinal axis of the transport vehicle from the support frame to the first boom to be transferred.
  • the hinge connections are each designed as a bolt connection.
  • the two bolt connections that form the first joint axis can have two separate bolts or a common bolt.
  • the bolt connections between the first boom of the chassis and the support frame can be designed as conventional force measuring bolts, so that a relatively accurate measurement of the loading condition of the transport vehicle with regard to weight and center of gravity of the load is made possible.
  • the wheels of the central axis are each mounted in or on a wheel carrier so that they can rotate about the axis of rotation, the wheel carriers being fastened to the first arm.
  • the wheel carriers are thus firmly connected to the first boom, whereby a simple construction of the chassis can be achieved.
  • the second hinge axis comprises at least one bearing ring arranged on the second arm, which is rotatably supported on a circular ring surface of the wheel carrier.
  • the circular ring surface can be produced in a cost-effective manner by means of a correspondingly machined surface on the outer circumference of the wheel carrier, on which the second arm with the bearing ring is rotatably mounted.
  • a sliding bearing is advantageously arranged between the circular ring surface of the wheel carrier and the bearing ring. With the plain bearing, low frictional forces can be achieved on the second joint axis.
  • the coupling element has at least one tension-compression rod, which is connected to the second arm by means of a third joint axis, which has a horizontal pivot axis running in the transverse direction of the vehicle, and which is connected to the support frame by means of a fourth joint axis, which runs in the transverse direction of the vehicle has horizontal pivot axis, is articulated.
  • the support frame is thus connected to the pivotable second boom via the coupling element, which has two horizontal hinge axes on the second boom and on the support frame is articulated so that the coupling element can be formed by a simply constructed tension-compression rod, which transmits corresponding tensile or compressive forces only in one direction, namely the longitudinal direction of the coupling element.
  • the third hinge axis and the fourth hinge axis are each designed as an articulated connection which is designed as a bolt connection.
  • One or both bolt connections between the coupling element and the support frame can, according to a development of the invention, be designed as conventional force measuring bolts, so that a relatively precise measurement of the load condition of the transport vehicle with regard to weight and center of gravity of the load is made possible.
  • the support frame has a longitudinal beam running in the longitudinal direction of the vehicle, on which the first hinge axis is arranged and with which the coupling element is articulated.
  • the longitudinal beam is preferably designed as a slim, flexurally and torsionally rigid longitudinal beam, so that the longitudinal beam requires little installation space and the transport vehicle has a compact structure with small dimensions.
  • the side member is arranged centrally in the transverse direction of the vehicle.
  • the side member can utilize the installation space between the two wheel carriers of the two wheels of the central axis and can be arranged between the two wheel carriers of the wheels of the central axis, whereby the transport vehicle has compact vertical dimensions and is thus designed as a flat transport vehicle that carries a load carrier to be transported, for example a pallet or a trolley.
  • the side member is widened in the area of the front axle and in the area of the rear axle. This enables the load of the load carrier picked up to be safely taken up by the support frame in a simple manner.
  • the support frame is provided with support elements in the area of the four outer corners of the vehicle, which are provided to support the vehicle on a road surface.
  • the support elements arranged and fastened on the support frame are preferably arranged on the support frame in such a way that the support elements are arranged as close as possible to the four outer corners of the transport vehicle and have a small vertical distance from the roadway, so that the support elements are as close above the roadway as this is possible without disrupting normal driving. If the transport vehicle should tip over during operation, for example as a result of a fault, one of the support elements comes into contact with the roadway and thereby enlarges the support base of the transport vehicle, so that further tilting of the transport vehicle is prevented.
  • the load-bearing platform can be formed by the support frame. A load taken on the load-bearing platform is thus taken up directly by the support frame.
  • the load-bearing platform is firmly attached to the support frame.
  • a load received on the load-bearing platform is thus received via a load-bearing platform that is rigidly attached to the support frame.
  • the load-bearing platform can be raised and lowered in the vertical direction by means of a lifting device on the support frame.
  • a load picked up on the load pick-up platform is thus picked up via a load pick-up platform arranged on the support frame so that it can be raised and lowered.
  • a corresponding lifting device can be provided between the support frame and the load-bearing platform, with which the load-bearing platform and the load can be raised or lowered.
  • the wheel unit of the front axle and / or the rear axle is in each case as a non-driven and passive steered wheel unit formed.
  • the corresponding wheel unit on the front axle or on the rear axle can advantageously be steered passively by a caster.
  • the wheel unit of the front axle and / or the rear axle is in each case designed as a non-driven and actively steered wheel unit.
  • the corresponding wheel unit on the front axle or on the rear axle can advantageously be actively steered by a corresponding steering drive.
  • the wheel unit of the front axle and / or the rear axle is in each case designed as a driven and actively steered wheel unit.
  • the corresponding wheel unit on the front axle or on the rear axle can advantageously be driven by a corresponding drive unit, for example an electric drive motor, and actively steered by a corresponding steering drive.
  • a driven central axle the drive forces can be distributed to all wheels.
  • the central axis can be provided with non-driven and non-steered wheels, which enables a cost-effective construction of the central axis.
  • the wheel unit of the front axle and / or the rear axle is designed as a double wheel with two spaced apart wheels. If the wheel unit is passively steered, the torques for steering the wheel unit can be reduced with such a double wheel. In addition, there is a gap between the two wheels of the double wheel, which can be used to install additional components, such as sensors, actuators or connecting elements.
  • the front axle and / or the rear axle has a wheel unit arranged centrally in the transverse direction of the transport vehicle.
  • the front axle and / or the rear axle can be designed as a pendulum axle with two wheel units, in particular with two passively steered wheel units.
  • the wheels of the central axis are designed as drive wheels which are each driven by a drive unit, in particular an electric drive unit, the wheel carriers being designed as housings of the drive units.
  • the speed of the two drive wheels can preferably be controlled or regulated independently of one another.
  • a change in the direction of travel can thus be forced and steering can thus take place.
  • this enables the transport vehicle to be turned around its center point on the spot.
  • the wheels of the central axis can be designed as non-driven wheels according to an advantageous embodiment of the invention.
  • the transport vehicle according to the invention has a number of advantages.
  • the chassis and the support frame are space-saving and inexpensive and enable a space-saving and inexpensive design of the transport vehicle.
  • the flexurally and torsionally rigid support frame takes on the payload as well as cladding parts and components of the driverless transport vehicle, for example a battery, an electric lifting motor of a lifting device of the load-bearing platform, electronic controls for controlling the electric drive units of the two drive wheels and for controlling the lifting motor, as well as sensors, for example Sensors for monitoring the surroundings and / or for navigating the driverless transport vehicle.
  • the support frame is in such a way with the two arms and thus with the hinge axis and the articulated coupling element connected to the chassis so that the reaction forces on the weight force as well as on the drive and braking forces are distributed in a favorable manner to the three axles of the chassis.
  • a compact and manoeuvrable driverless transport vehicle with a chassis with three axles is achieved in which the inertial forces on the three axes of the chassis are always defined in every load condition, when driving on a roadway with significant unevenness in the roadway and when driving on ramps.
  • the always defined load distribution achieved with the chassis according to the invention on the three axes of the chassis makes it possible to dimension the wheels, axles, brakes, bearings of the wheels exactly to the loads without having to take into account large surcharges for uncertainties in the load distribution, so that a can achieve space-saving and inexpensive design of the chassis.
  • An optimal compromise between manufacturing costs, wear, road load, traction, tipping safety can be determined and implemented on the chassis.
  • a maximum braking deceleration can be limited even if the parking brakes are applied on the drive wheels in an emergency, which otherwise would be significantly above the design value for light to medium loads and could lead to instability of the picked up load or the transport vehicle.
  • a driverless, in particular autonomous, transport vehicle 1 is shown.
  • the transport vehicle 1 is designed for the horizontal transport of a load carrier, not shown in detail, for example a pallet or a trolley.
  • the transport vehicle 1 has a mobile underframe 2, which is provided with a support frame 3 and a chassis 4, and a load-bearing platform 5 arranged above the underframe 2 for receiving the load carrier.
  • the underframe 2 has cladding components 6 arranged on the support frame 3, under which the support frame 3 and the chassis 4 are arranged.
  • the Figures 1 and 2 show the transport vehicle 1 with the cladding components 6. In FIG Figure 3 the cladding components 6 are not shown.
  • the load-bearing platform 5 is arranged on the support frame 3 so that it can be raised and lowered in the vertical direction.
  • the support frame 3 in the Figures 2 and 3
  • the lifting device 7 shown is provided, which is connected to the load-bearing platform 5.
  • the support frame 3 and the chassis 4 are arranged below the load-bearing platform 5 in the vertical direction.
  • the transport vehicle 1 is thus designed as a flat and compact self-propelled transport vehicle that enables the load carrier to be driven under and the load carrier to be lifted with the load-bearing platform 5 in order to transport the load carrier horizontally and set it down again.
  • the navigation and control of the transport vehicle 1 takes place automatically or autonomously; as an alternative, remote-controlled operation of the transport vehicle 1 is also possible.
  • the chassis 4 of the transport vehicle 1 consists of three axles and is formed by a central axle 10 with two non-steered wheels 10a, 10b, a front axle 11 with at least one steered wheel unit 11a and a rear axle 12 with at least one steered wheel unit 12a.
  • the structure of the support frame 3 and the chassis 4 is shown below with reference to FIG Figures 4 to 6 described in more detail.
  • the central axis 10 and the front axis 11 of the chassis 4 are arranged on a first arm 15, which is articulated to the support frame 3 by means of a first articulated axis G1.
  • the first joint axis G1 has a horizontal pivot axis S1 running in the transverse direction Q of the vehicle.
  • the first boom 15 is designed as a flexurally and torsionally rigid boom.
  • the first arm 15 extends forward in the vehicle longitudinal direction L.
  • the rear axle 12 of the chassis 4 is arranged on a second boom 16.
  • the second arm 16 is articulated to the central axis 10 or the first arm 15 by means of a second hinge axis G2.
  • the second joint axis G2 has a horizontal pivot axis S2 running in the transverse direction Q of the vehicle.
  • the second arm 16 is connected to the support frame 3 by means of a coupling element 20.
  • the coupling element 20 is connected in an articulated manner to the second arm 16 and to the support frame 3.
  • the second arm 16 is designed as a flexurally and torsionally rigid arm.
  • the second boom 16 extends in the vehicle longitudinal direction L to the rear.
  • the first joint axis G1 is - as in the Figures 4 to 6 It can be seen - arranged in the vehicle longitudinal direction L between the central axis 10 and the front axle 11.
  • the second joint axis G2 is arranged coaxially to an axis of rotation D of the two wheels 10a, 10b of the central axis 11, so that the second arm 6 is arranged to be pivotable about the axis of rotation D of the central axis 10.
  • the coupling element 20 is - as in Figures 4 to 6 can be seen - arranged in the vehicle longitudinal direction L between the central axis 10 and the rear axle 12.
  • the support frame 3 is thus connected to the chassis 4, firstly with the first, fixed boom 15 through the first articulated connection G1 and secondly with the second, pivotable boom 16 through the coupling element 20.
  • the two wheels 10a, 10b of the central axis 10 are in the illustrated embodiment - as in Figures 4 to 6 can be seen in more detail - each rotatably mounted about the axis of rotation D in a wheel carrier 30a, 30b.
  • the wheel carriers 30a, 30b are rigidly and thus firmly attached to the first arm 15.
  • a first fastening flange 31a is formed on the first arm 15, to which the first wheel carrier 30a can be fastened, for example by means of fastening screws 32.
  • a second fastening flange 31b is also formed on the first arm 15, to which the second wheel carrier 30b can be fastened, for example by means of fastening screws not shown in detail.
  • the second fastening flange 31b is formed integrally on the first bracket 15.
  • the first fastening flange 31a is formed on a flange plate 33 which is fastened to the arm 15, for example by means of fastening screws 34.
  • the second joint axis G2 is formed by two bearing rings 40a, 40b fastened to the second arm 16.
  • the bearing ring 40a is rotatably mounted on a circular ring surface 41a of the wheel carrier 30a.
  • the bearing ring 40b is rotatably mounted on a circular ring surface 41b of the wheel carrier 30b.
  • the circular ring surfaces 41a, 41b are arranged concentrically to the axis of rotation D of the wheels 10a, 10b.
  • the second boom 16 is thus mounted rotatably or pivotably about the central axis 10 of the chassis 4.
  • a slide bearing (not shown in more detail), for example a plastic slide bearing, can be arranged.
  • the first hinge axis G1 comprises two articulated connections G1a, G1b, which are arranged at a distance from one another in the transverse direction Q of the vehicle.
  • the two articulated connections G1a, G1b are each designed as a bolt connection.
  • the articulated connection G1a is formed by a receiving bore 25a in a side plate 26a of the first bracket 15 and a receiving bore in a flange plate 27a of the support frame 3, in which a bolt 28 of the bolt connection is arranged.
  • the receiving bore 25a of the bolt 28 formed in the side plate 26a of the boom 15 is formed in the illustrated embodiment by a semicircular recess in the side plate 26a and a half-shell 29a attached to the side plate 26a, which is provided with a second semicircular recess.
  • the articulated connection G1b is formed by a receiving bore 25b in a side plate 26b of the first bracket 15 and a receiving bore in a flange plate 27b of the support frame 3, in which the bolt 28 of the bolt connection is arranged.
  • the receiving bore 25b of the bolt 28 formed in the side plate 26b of the boom 15 is in the illustrated embodiment of a semicircular recess in the side plate 26b and a half-shell 29b attached to the side plate 26b formed, which is provided with a second semicircular recess.
  • a common bolt 28 is provided for both articulated connections G1a, G1b.
  • the bolt 28 can be designed as a force measuring bolt.
  • the two articulated connections G1a, G1b which form the first articulation axis G1 and are arranged at a distance from one another in the transverse direction Q of the vehicle, make it possible to transmit forces between the support frame 3 and the first arm 15 and to transmit torques about the longitudinal axis L of the vehicle.
  • the coupling element 20 has at least one tension-compression rod 50 and is provided with two joints.
  • the coupling element 20 is articulated with the second arm 16 by means of a third hinge axis G3, which has a horizontal swivel axis S3 running in the vehicle transverse direction Q, and with the support frame 3 by means of a fourth hinge axis G4, which has a horizontal swivel axis S4 running in the vehicle transverse direction Q connected.
  • the third hinge axis G3 and the fourth hinge axis G4 are each designed as an articulated connection which is designed as a bolt connection.
  • the joint connection forming the third joint axis G3 is formed by a receiving bore 51 of the second arm 16 and a receiving bore 52 of the push-pull rod 50, in which a bolt 53 of the bolt connection is arranged.
  • the articulated connection forming the fourth hinge axis G4 is formed by a receiving bore 55 of the support frame 3 and a receiving bore 56 of the push-pull rod 50, in which a bolt 57 of the bolt connection is arranged.
  • the bolt 53 and / or the bolt 57 can be designed as a force measuring bolt.
  • the support frame 3 has a longitudinal member 3a extending in the longitudinal direction L of the vehicle, on which the first hinge axis G1 is arranged and with which the coupling element 20 is articulated on the fourth hinge axis G4.
  • the longitudinal member 3a is designed as a bending and torsion-resistant longitudinal member.
  • the longitudinal member 3 a of the support frame 3 is arranged centrally in the transverse direction Q of the vehicle. Between the two fastening flanges 31a, 31b, which are arranged on the first arm 15 and to which the wheel carriers 30a, 30b are fastened, an intermediate space is formed in which the longitudinal carrier 3 is arranged or can be immersed.
  • the side member 3a thus uses the space between the two wheel carriers 30a, 30b. This enables a flat construction of the transport vehicle 1.
  • the side member 3a and thus the support frame 3 is widened in the area of the front axle 12 and in the area of the rear axle 13a and provided with the lifting device 7 in the widened end areas, so that the load picked up by the load-bearing platform 5 is absorbed by the widened end areas of the support frame 3 becomes.
  • the support frame 3 is each provided with a column-like support element 60, 61, 62, 63 in the area of the four outer corners of the transport vehicle 1, which are a small distance from the roadway during normal driving and are in contact with the roadway when the transport vehicle 1 tilts reach.
  • the two wheels 10a, 10b of the central axis 10 are each designed as a drive wheel that is each driven by a drive unit, for example an electric drive unit.
  • the central axis 10 is thus designed as a drive axis with two drive units which are firmly connected to the first boom 15.
  • the drive unit can each be formed by an electric traction motor which drives the corresponding wheel 10a, 10b directly or with the interposition of a gear.
  • the speed and direction of rotation of the two drive units can be controlled or regulated independently of one another, so that different speeds on the two wheels 10a, 10b and different directions of rotation of the wheels 10a, 10b, the transport vehicle 1 can be steered and turn on the spot.
  • the wheel carriers 30a, 30b are designed as housings for the drive units.
  • the wheel unit 11a of the front axle 11 is designed as a non-driven and passively steered wheel unit 11a.
  • the wheel unit 11a is rotatably mounted on the front end of the first arm 15 about a vertical axis V1 by means of a corresponding bearing.
  • the wheel unit 11a is provided with a caster and is passively steered by the caster.
  • the wheel unit 11a of the front axle 11 is arranged centrally in the transverse direction Q of the vehicle.
  • the wheel unit 11a of the front axle 11 is designed as a double wheel with two wheels 70, 71 arranged laterally spaced from one another.
  • the two wheels 70, 71 are rotatably mounted about a common horizontal axis of rotation D10 in a turntable 72 which is rotatably mounted about the vertical axis V1 in the first boom 15.
  • the horizontal axis of rotation D10 is spaced apart from the vertical axis V1 in the horizontal direction, this spacing forming the caster for the passive steering of the wheel unit 11a.
  • the wheel unit 12a of the rear axle 12 is designed as a non-driven and passively steered wheel unit 12a.
  • the wheel unit 12a is rotatably mounted on the rear end of the second arm 16 about a vertical axis V2 by means of a corresponding bearing.
  • the wheel unit 12a is provided with a caster and is passively steered by the caster.
  • the wheel unit 12a of the rear axle 12 is arranged centrally in the transverse direction Q of the vehicle.
  • the wheel unit 12a of the rear axle 12 is designed as a double wheel with two wheels 75, 76 arranged laterally spaced from one another.
  • the two wheels 75, 76 are rotatably mounted about a common horizontal axis of rotation D11 in a turntable 77 which is rotatably mounted about the vertical axis V2 in the second boom 16.
  • the horizontal axis of rotation D11 is spaced apart from the vertical axis V2 in the horizontal direction, this spacing forming the caster for the passive steering of the wheel unit 12a.
  • the central axis 10 of the chassis 4 is thus designed as a driven drive axis, which consists of two drive units that are firmly connected to the flexurally and torsionally rigid first boom 15.
  • the first boom 15 carries the non-driven front axle 11 of the chassis 4, which comprises the passively steered wheel unit 11a.
  • the flexurally and torsionally rigid second boom 16 carries the non-driven rear axle 12 of the chassis 4, which includes the passively steered wheel unit 12a.
  • the second arm 16 can be rotated or pivoted about the axis of rotation D of the wheels 10a, 10b of the central axis 10 (joint axis G2).
  • This joint axis G2 can be produced simply and inexpensively by the bearing rings 40a, 40b arranged on the second arm 16, which run on the annular surfaces 41a, 41b produced on the housings of the drive units 30a, 30b.
  • the support frame 3 is connected to the chassis 4, firstly, to the first, fixed boom 15 by the first articulated connection G1, which is formed by the two articulated connections G1a, G1b spaced apart in the vehicle transverse direction Q, and secondly to the second, around the central axis 10 pivotable boom 16 by the coupling element 20 having the two joints (joint axes G3, G4).
  • the cladding components 6 are fastened to the support frame 3. Furthermore, further components, not shown in detail, of the driverless transport vehicle 1 are attached to the support frame 3, for example a battery, an electric lifting motor of the lifting device 7, electronic controls for controlling the electric drive units of the two wheels 10a, 10b and for controlling the lifting motor, as well as sensors, for example sensors for monitoring the surroundings and / or for navigating the driverless transport vehicle.
  • the support frame 3 and the chassis 4 of the transport vehicle 1 according to the invention are shown on a level roadway FB.
  • the wheels 10a, 10b of the central axle 10, the wheel unit 11a of the front axle 11 and the wheel unit 12a of the rear axle 12 are in contact with the ground.
  • the Figure 8 shows the support frame 3 and the chassis 4 of the transport vehicle 1 according to the invention when driving through a depression in the roadway FB, the central axis 10 being located in the depression in the roadway FB.
  • the wheels 10a, 10b of the central axle 10, the wheel unit 11a of the front axle 11 and the wheel unit 12a of the rear axle 12 are in contact with the ground.
  • the first boom 15 is pivoted about the first joint axis G1 in the clockwise direction, so that the central axis 10 is pivoted downwards and the front axle 11 is pivoted upwards.
  • the second arm 16 which is coupled to the central axis 10 about the second joint axis G2 and which is coupled to the coupling element 20 with the two joints (joint axes G3, G4) on the support frame 3, is pivoted counterclockwise, so that the rear axle 12 is pivoted upwards.
  • the coupling element 20 enables the necessary length compensation when the second arm 16 is pivoted.
  • the Figure 9 shows the support frame 3 and the chassis 4 of the transport vehicle 1 according to the invention when driving through a crest on the roadway FB, the central axis 10 being located on the crest of the roadway FB.
  • the wheels 10a, 10b of the central axle 10, the wheel unit 11a of the front axle 11 and the wheel unit 12a of the rear axle 12 are in contact with the ground.
  • the first boom 15 is pivoted about the first joint axis G1 in the counterclockwise direction, so that the central axis 10 is pivoted upwards and the front axle 11 is pivoted downwards.
  • the second arm 16 which is coupled to the central axis 10 about the second joint axis G2 and which is coupled to the coupling element 20 with the two joints (joint axes G3, G4) on the support frame 3, is pivoted clockwise, so that the rear axle 12 is pivoted downwards.
  • the coupling element 20 enables the necessary length compensation when the second arm 16 is pivoted.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP20210343.8A 2019-12-30 2020-11-27 Chariot à guidage automatique Pending EP3848324A1 (fr)

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DE102020104790.8A DE102020104790A1 (de) 2019-12-30 2020-02-24 Fahrerloses Transportfahrzeug

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Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4515235A (en) * 1982-05-25 1985-05-07 Shinko Electric Co., Ltd. Driverless guided vehicle
JPH107043A (ja) * 1996-06-20 1998-01-13 Shikoku Sogo Kenkyusho:Kk 無人搬送車
JP2007308095A (ja) * 2006-05-22 2007-11-29 Ihi Corp 走行装置
DE202013004209U1 (de) 2013-05-07 2013-07-25 Ralf Bär Fahrerloses Transportfahrzeug, insbesondere für die Materialbereitstellung an Montagelinien
FR3042183A1 (fr) * 2015-10-13 2017-04-14 Exotec Solutions Chariot a guidage automatique pour le transport et/ou la manutention d'une charge
CN206437093U (zh) * 2016-12-30 2017-08-25 云南昆船智能装备有限公司 一种地面自适应差速驱动浮动轮系
FR3065939A1 (fr) * 2017-05-05 2018-11-09 Scallog Robot de transfert de charges
US20180327184A1 (en) * 2017-05-12 2018-11-15 Zippy Inc. Robot delivery system
CN110228772A (zh) * 2019-05-30 2019-09-13 广州市中立智能装备科技有限公司 一种agv小车及其行走机构
CN209410201U (zh) * 2018-06-28 2019-09-20 广东嘉腾机器人自动化有限公司 一种agv车
WO2019183220A2 (fr) * 2018-03-23 2019-09-26 Amazon Technologies, Inc. Unité d'entraînement mobile ayant un module de transport

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4515235A (en) * 1982-05-25 1985-05-07 Shinko Electric Co., Ltd. Driverless guided vehicle
JPH107043A (ja) * 1996-06-20 1998-01-13 Shikoku Sogo Kenkyusho:Kk 無人搬送車
JP2007308095A (ja) * 2006-05-22 2007-11-29 Ihi Corp 走行装置
DE202013004209U1 (de) 2013-05-07 2013-07-25 Ralf Bär Fahrerloses Transportfahrzeug, insbesondere für die Materialbereitstellung an Montagelinien
FR3042183A1 (fr) * 2015-10-13 2017-04-14 Exotec Solutions Chariot a guidage automatique pour le transport et/ou la manutention d'une charge
CN206437093U (zh) * 2016-12-30 2017-08-25 云南昆船智能装备有限公司 一种地面自适应差速驱动浮动轮系
FR3065939A1 (fr) * 2017-05-05 2018-11-09 Scallog Robot de transfert de charges
US20180327184A1 (en) * 2017-05-12 2018-11-15 Zippy Inc. Robot delivery system
WO2019183220A2 (fr) * 2018-03-23 2019-09-26 Amazon Technologies, Inc. Unité d'entraînement mobile ayant un module de transport
CN209410201U (zh) * 2018-06-28 2019-09-20 广东嘉腾机器人自动化有限公司 一种agv车
CN110228772A (zh) * 2019-05-30 2019-09-13 广州市中立智能装备科技有限公司 一种agv小车及其行走机构

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