EP4066364A1 - Dispositif de transport - Google Patents

Dispositif de transport

Info

Publication number
EP4066364A1
EP4066364A1 EP20815758.6A EP20815758A EP4066364A1 EP 4066364 A1 EP4066364 A1 EP 4066364A1 EP 20815758 A EP20815758 A EP 20815758A EP 4066364 A1 EP4066364 A1 EP 4066364A1
Authority
EP
European Patent Office
Prior art keywords
transport
movement
transport unit
movement path
coil
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
EP20815758.6A
Other languages
German (de)
English (en)
Inventor
Stefan Flixeder
Michael HAUER
Martin HAUDUM
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.)
B&R Industrial Automation GmbH
Original Assignee
B&R Industrial Automation 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
Application filed by B&R Industrial Automation GmbH filed Critical B&R Industrial Automation GmbH
Publication of EP4066364A1 publication Critical patent/EP4066364A1/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K41/00—Propulsion systems in which a rigid body is moved along a path due to dynamo-electric interaction between the body and a magnetic field travelling along the path
    • H02K41/02—Linear motors; Sectional motors
    • H02K41/03—Synchronous motors; Motors moving step by step; Reluctance motors
    • H02K41/031—Synchronous motors; Motors moving step by step; Reluctance motors of the permanent magnet type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/06—Linear motors
    • H02P25/064—Linear motors of the synchronous type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/12—Stationary parts of the magnetic circuit
    • H02K1/14—Stator cores with salient poles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2201/00—Specific aspects not provided for in the other groups of this subclass relating to the magnetic circuits
    • H02K2201/18—Machines moving with multiple degrees of freedom
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/03—Machines characterised by numerical values, ranges, mathematical expressions or similar information

Definitions

  • Planar motors are basically known in the prior art.
  • US Pat. No. 9,202,719 B2 discloses the basic structure and mode of operation of such a planar motor.
  • a planar motor essentially has a stator which forms a transport plane in which one or more transport units can be moved at least two-dimensionally.
  • the stator is usually made up of one or more transport segments.
  • a driving force acting on the transport unit is generated in that a magnetic field of the stator (of the transport segment (s)) and a magnetic field of the transport unit interact.
  • at least one of the magnetic fields i.e.
  • stator and / or that of the transport unit must be variable over time in order to follow the movement of the transport unit.
  • there is only one magnetic field usually that at the stator is variable over time and the other magnetic field (that on the transport unit) is usually constant, i.e. not variable over time.
  • Temporally variable magnetic fields can be generated, for example, by coils (electromagnets), which can be arranged both on the transport unit and on the stator, in particular on the transport segment.
  • the coils are often referred to as drive coils.
  • Time-immutable, i.e. constant, magnetic fields are typically generated with the help of permanent magnets.
  • These components are often referred to as drive magnets.
  • the drive coils are often arranged on the transport segment of the planar motor and the drive magnets on the transport unit.
  • a two-dimensional interaction of the magnetic fields of the transport segments and the transport units is required, with one of the two magnetic fields in at least two dimensions or both magnetic fields in at least one dimension (which is complementary to the other dimension) in terms of time must be changeable.
  • the drive coils and the drive magnets are advantageously arranged in such a way that, in addition to a one-dimensional movement along the axes spanned by the transport plane, more complex two-dimensional movements of the transport unit in the transport plane are also possible.
  • the object is achieved in that the at least one transport segment is oriented relative to a movement path specified for the transport unit, running between a defined starting point and a defined end point, in such a way that the movement path lies in the transport plane such that a first movement path component of the first main direction of movement on a movement path length of the movement path is equal to or greater than a second movement path component of the second main movement direction in the movement path length.
  • FIGS. 1a to 10 show exemplary, schematic and non-limiting advantageous embodiments of the invention. It shows
  • Fig.la a transport device in the form of a planar motor in plan view
  • FIG. 5 shows an exemplary embodiment of a transport device in the form of a planar motor with a process station
  • FIG. 6 shows a further exemplary embodiment of a transport device in the form of a planar motor with several process stations
  • FIG. 7 shows a schematic representation of the interaction of coil groups of a transport segment with magnet groups of a transport unit
  • FIG. 10 shows a transport device in the form of a planar motor in an alternative embodiment in plan view.
  • FIGS. 1a-1c an exemplary embodiment of a transport device 1 in the form of a planar motor is shown in a simplified manner.
  • Fig.la shows the transport device 1 in plan view
  • Fig.1 b + 1 c the transport device 1 in side view.
  • the transport device 1 has at least one transport segment 2 as a stator, which forms a transport plane 3, and at least one transport unit TE, which can be moved at least two-dimensionally in two main directions of movement H1, H2 in the transport plane 3.
  • Under the transport level 3 is the level within the scope of the invention To understand the surface of the transport segment 2, which is determined by the size and shape of the transport segment 2.
  • the transport device 1 can have a modular structure and transport levels 3 of different sizes and areas can be implemented.
  • this modular structure is only optional and only a single transport segment 2 could be provided in the form of a single assembly.
  • transport level 3 of the transport segment 2 of course, several, even different, transport units TE can be moved simultaneously and independently of one another.
  • a first coil group SG1 with several drive coils AS1, which defines the first main direction of movement H1, and a second coil group SG2 with several drive coils AS2, which defines the second main direction of movement H2, are arranged on the transport segment 2.
  • the drive coils AS1 of the first coil group SG1 are arranged one behind the other in a certain direction, here in the X direction, in order to form the first main direction of movement H1 for the movement of the transport unit TE, which here extends along the X axis.
  • the drive coils AS2 of the second coil group SG2 are arranged one behind the other in a certain direction, here the Y direction, in order to form a second main direction of movement H2 for the transport unit TE, which here extends along the Y axis.
  • the drive coils AS1, AS2 of the first and second coil groups SG1, SG2, as shown in Fig.la, are preferably arranged relative to one another in such a way that the two main directions of movement H1, H2 are normal to one another.
  • a different relative arrangement of the main directions of movement H1, H2 would also be conceivable, for example an angle between the main directions of movement H1, H2 that deviates from a right angle.
  • the drive coils AS1 of the first coil group SG1 and the drive coils AS2 of the second coil group SG2 are each designed here as elongated, conventionally wound coils.
  • the drive coils AS1 of the first coil group SG1 each have a longitudinal extension LAS1 in the Y direction and relatively smaller transverse extension QAS1 in the X direction and are arranged one behind the other in the direction of their transverse extension QAS1, here in the X direction.
  • the transverse extension QASi of a drive coil ASi typically depends on the pole pitch Ti of the drive magnets 4 of the interacting magnet group MGi and / or the winding scheme of the drive coils ASi, i.e.
  • the direction in which the drive coils AS1 of the first coil group SG1 are arranged one behind the other thus defines the first main direction of movement H1 for the movement of the transport unit TE.
  • the drive coils AS1 of the first coil group SG1 are designed as so-called “long coils”. This means that its longitudinal extension LAS1 is greater than the extension of the transport unit TE in the respective direction (here the Y direction), here, for example, longer than a transport unit width BTE of the transport unit TE.
  • the longitudinal extent LAS1 is essentially the same size as the extent of the transport segment 2 in the Y direction.
  • the drive coils AS2 of the second coil group SG2 also have a longitudinal extent LAS2, which here is less than the longitudinal extent LAS1 of the drive coils AS1 of the first coil group SG1.
  • the longitudinal extension LAS2 of the drive coils AS2 of the second coil group SG2 runs here in the X direction.
  • the drive coils AS2 of the second coil group SG2 also each have a smaller transverse extent QAS2 relative to their longitudinal extent LAS2, here in the Y direction.
  • the transverse extent QAS2 is here essentially the same size as the transverse extent QAS1 of the drive coils AS1 of the first coil group SG1, but could also be larger or smaller.
  • the drive coils AS2 of the second coil group SG2 are also arranged one behind the other in the direction of their transverse extent QAS2, here in the Y direction.
  • the direction in which the drive coils AS2 of the second coil group SG2 are arranged one behind the other thus defines the second main direction of movement H2 for the movement of the transport unit TE.
  • the drive coils AS2 of the second coil group SG2 are designed as so-called “short coils”. This means that its longitudinal extension LAS2 is equal to or smaller than the extension of the transport unit TE in the respective direction (here the X direction), here e.g. the transport unit length LTE of the transport unit TE. However, in order to still enable a transport unit TE to move in the second main movement H2 in the entire transport level 3, the drive coils AS2 of the second coil group SG2 are arranged in several rows next to one another in the X direction, here e.g. in three rows.
  • H2 defined.
  • the at least two main directions of movement H1, H2 are normal to one another as shown, so that the transport segment 2 can be constructed in a more simple manner.
  • transport segments 2 each have a square or rectangular transport level 3.
  • the transport segments 2 can then be lined up in a simple manner so that the respective first main direction of movement H1 of a transport segment 2 runs parallel or normal to the first main direction of movement H1 of the respectively adjoining transport segment 2, as shown for example in FIG.
  • a transport level 3 can thus be constructed simply and flexibly from several transport segments 2. It is also not absolutely necessary here for adjacent transport segments 2 to be aligned with one another, rather an offset would also be possible.
  • a substantially unrestricted movement of a transport unit TE in the two main directions of movement H1, H2 would be possible in the transport plane 3 of the transport segment 2.
  • the transport unit TE could be moved, for example, only along the X-axis or only along the Y-axis.
  • the transport unit TE can of course be moved in both main directions of movement H1, H2 at the same time, for example with a two-dimensional movement path BP with an X coordinate and a Y coordinate, as indicated on the transport unit TE in FIG .
  • the other four degrees of freedom of movement can also be used at least to a limited extent (translational movement in vertical direction Z and rotation about the three axes X, Y, Z).
  • a control unit 5 is also provided in the transport device 1, with which the drive coils AS1, AS2 of the transport segment 2 can be controlled, as in FIG Fig.la is indicated.
  • the control unit 5 can, for example, also be connected to or integrated into a higher-level system control unit 6. If several transport segments 2 are provided in the transport device 1, a segment control unit (not shown) can also be provided for each transport segment 2 or a group of transport segments 2 and / or a coil control unit per drive coil ASi, which is also integrated in the control unit 5 could be.
  • the movement path BP of a transport unit TE can be specified via the control unit 5 and / or the system control unit 6, for example as a function of a specific production process of a system in which the transport device 1 can be integrated.
  • transport units TE can of course also be moved simultaneously and independently of one another on the transport device 1.
  • the control unit 5 and / or the system control unit 6 then ensures that the movement sequences of the transport units TE are synchronized or coordinated with one another, for example in order to avoid a collision of transport units TE with one another and / or with transported objects.
  • a control program runs on the control unit 5 which implements the desired movement paths of the individual transport units TE.
  • the control unit 5 or the system control unit 6 can, for example, also be connected to a planning module PLM for planning the movement path BP.
  • the planning module PLM can be, for example, a computer on which the actually set up transport device 1, in particular the transport level 3, is implemented virtually, for example.
  • a plurality of drive magnets 4 are arranged on the at least one transport unit TE and interact electromagnetically with the drive coils AS1, AS2 of the at least two coil groups SG1, SG2 to move the transport unit TE.
  • the transport unit TE generally has a base body 9, on the underside of which (facing the transport plane 3) the drive magnets 4 are arranged, as can be seen in FIG. 1 b.
  • the main body 9 is shown broken open in large parts in order to see the arrangement of the drive magnets 4 can.
  • first magnet groups MGa and two second magnet groups MGb are arranged on the transport unit TE.
  • a single first magnet group MGa and a single second magnet group MGb per transport unit TE are essentially sufficient to operate the transport device 1.
  • more than two first magnet groups MGa and more than two further magnet groups MGb can also be arranged per transport unit TE.
  • An unequal number of first and second magnet groups MGa, MGb would also be conceivable, for example two first magnet groups MGa and a second magnet group MGb.
  • the magnet groups MGa, MGb are respectively several drive magnets 4 of different magnetization directions arranged one behind the other in a certain arrangement direction with a certain pole pitch Ta, Tb are provided.
  • the arrangement direction of the first magnet groups MGa here corresponds to the X direction and the arrangement direction of the second magnet groups MGb corresponds to the Y direction.
  • the arrangement directions are thus normal to one another, analogous to the main directions of movement H1, H2.
  • the directions of arrangement of the magnet groups MGa, MGb preferably run as parallel as possible to the main directions of movement H1, H2 in order to enable the most efficient possible electromagnetic force generation.
  • the example shown is a known 1-D arrangement of the drive magnets 4 on the transport unit TE, but a likewise known 2D arrangement would also be possible, as will be explained in detail with reference to FIGS. 4a-4d.
  • the first and second drive coils AS1, AS2 can be controlled (energized) individually by the control unit 5. Any power electronics that may be required for this can be arranged in the control unit 5 or on the transport segment 2.
  • a substantially moving magnetic field is generated in the first main direction of movement H1 by a corresponding time-shifted activation of the first drive coils AS1.
  • the moving magnetic field in the first main direction of movement H1 mainly interacts electromagnetically with the drive magnets 4 of the first magnet group (s) MGa in order to generate the drive force for setting a predetermined movement state of the respective transport unit TE in the first main direction of movement H1, e.g. an acceleration, a constant one Speed or a deceleration to a standstill.
  • a substantially moving magnetic field is generated in the second main direction of movement H2, which predominantly interacts electromagnetically with the drive magnets 4 of the second magnet group (s) MGb to generate the drive force for moving the transport unit TE in the second main direction of movement To generate H2.
  • the moving magnetic fields are superimposed, as a result of which the transport unit TE can be moved in the desired manner along a predetermined two-dimensional movement path BP in the transport plane 3.
  • adjoining drive magnets 4 of magnet groups MGa, MGb have a different magnetic orientation and are spaced apart by a certain pole pitch Ta, Tb (here from the center of a drive magnet 4 to the center of the adjacent drive magnet 4).
  • the magnetic field generated by the magnet group MGi changes its orientation by 180 ° within the pole pitch Ti.
  • the necessary distance between the drive magnets 4 to generate a magnetic field with the desired pole pitch Ti also depends on the arrangement of the drive magnets 4 within a magnet group MGi, in particular on a gap width of a possibly provided gap between adjacent drive magnets 4, on the direction of magnetization of adjacent drive magnets 4 (e.g. 180 ° opposite or Halbach arrangement) and on the magnet width MBi of the drive magnets 4.
  • the Halbach arrangement it can be advantageous, for example, if the outermost drive magnets 4 of a magnet group MGi have, for example, half the magnet width MBi of the drive magnets 4 in between .
  • a magnetic north pole and a south pole alternate, as indicated in Fig.la by the hatched and non-hatched drive magnets 4 on the transport unit TE, which corresponds to an arrangement of adjacent drive magnets 4 rotated by 180 °.
  • the known Halbach arrangement has also proven to be advantageous, in which the direction of magnetization of adjoining drive magnets 4 is rotated by 90 ° with respect to one another.
  • the pole pitch Ta, Tb is to be understood as the distance between two drive magnets 4, which are adjacent in the direction of arrangement, and have opposite magnetic orientation (north / south pole).
  • the drive magnets 4 have the same magnet width MB (in the direction of arrangement), adjacent drive magnets have an orientation direction rotated by 180 ° and the drive magnets 4 are directly adjacent to one another (which is usually the case), the pole pitch Ta, Tb corresponds to the respective magnet width MBa, MBb .
  • the pole pitch Ta, Tb and the magnet width MBa, MBb are shown by way of example on the transport unit TE, FIGS. 4a and 4c.
  • an air gap L is provided between the transport plane 3 of the transport segment 2 and the drive magnets 4 of the magnet groups MGa, MGb of a transport unit TE, as can be seen in FIG. 1b.
  • A, preferably magnetically conductive, cover layer is preferably also provided on the transport segment 2 in order to shield the drive coils AS1, AS2 underneath from external influences and in order to form an essentially smooth transport plane 3.
  • the cover layer is shown partially broken away in Fig.la to show the arrangement of the drive coils AS1, AS2 to be able to recognize.
  • a cover layer for covering the drive magnets 4 can of course also be provided on the transport units TE.
  • the air gap L then extends between the cover layer and the drive magnets 4 of the respective transport unit TE.
  • the drive coils AS1, AS2 and the drive magnets 4 act in a known manner during operation not only to generate a drive force (which is required for movement in the main directions of movement H1, H2), but also to generate it a floating force FS together, here in the Z direction.
  • the levitation force FS also acts when the transport unit TE is at a standstill, in order to generate and maintain the air gap L.
  • an inclined installation position in the manner of an inclined plane would of course also be conceivable.
  • An essentially vertical installation position would also be possible.
  • the floating force FS is that part of the electromagnetically generated force that acts on the transport unit TE and the weight FG and a force component of any process force FP in the gravitational direction (e.g. weight of a transported object O and possibly also due to a work process in a process station of the Transport device 1 working process force acting on the transport unit TE) is directed in the opposite direction.
  • the levitation force FS corresponds in terms of amount to the vector sum of weight force FG and process force FP (in the gravitational direction), so that a static state of equilibrium of the transport unit TE is achieved while maintaining the air gap.
  • the driving force is that part of the electromagnetically generated force that leads to a change in the state of motion of the transport unit TE (e.g.
  • the size of the available range of motion in the vertical direction depends essentially on the structural design of the transport device 1, in particular on the maximum magnetic field that can be generated by the drive coils AS1, AS2 and the drive magnets 4, as well as the mass and load on the transport unit TE.
  • the available range of motion in the vertical direction can be, for example, in the range from a few mm to several centimeters.
  • the drive coils AS1, AS2 of the first and second coil groups SG1, SG2 have different magnetic field-influencing coil properties and / or that the drive magnets 4 of the transport unit TE (here the first magnet group MGa) that predominantly interact with the drive coils AS1 of the first coil group SG1 Have magnetic field-influencing magnetic properties than the drive magnets 4 (here the second magnet group MGb) which predominantly interact with the drive coils AS2 of the second coil group SG2.
  • the transport unit TE can be moved in the two main directions of movement H1, H2 with a different degree of efficiency mH1 mH2 and / or a different maximum force and / or a different accuracy.
  • Coil properties influencing magnetic fields are to be understood as meaning changeable structural or energetic parameters of the drive coils ASi, by means of which the magnetic field generated by the drive coils ASi, in particular the magnetic flux, can be influenced. These include, for example, an average coil spacing Si of the drive coils ASi in the normal direction from the cooperating drive magnets 4 of the transport unit TE (FIG. 1 b), a coil pitch TASi of adjacent drive coils ASi of a coil group SGi, a conductor resistance of the drive coils ASi, a maximum that can be applied to drive coils ASi Coil current, a number of turns of the drive coils ASi and a coil geometry of the drive coils ASi.
  • the coil geometry is to be understood in particular as the longitudinal extent LASi and the transverse extent QASi of the drive coils ASi parallel to the transport plane 3, as well as a coil height hi ASi of the drive coils ASi normal to the transport plane 3, as indicated in FIG. 1b on the drive coils AS2.
  • the winding scheme also influences the coil geometry of the drive coils ASi, i.e. whether it is a concentrated winding or a distributed winding.
  • the magnetic field-influencing magnetic properties of the drive magnets 4 of the transport unit TE are, for example, a remanent flux density of the drive magnets 4, a relative alignment between the drive magnets 4 and the drive coils ASi that interact with them, a pole pitch Ti of the drive magnets 4 and a magnet geometry of the drive magnets.
  • the magnet geometry relates in particular to a magnet length LMi, the magnet width MBi and the magnet height HMi, as shown by way of example in FIGS. 1b and 3d.
  • this is achieved, for example, by using elongated drive coils ASi and elongated drive magnets 4 of the magnet group MGi that interact therewith, which are arranged as parallel as possible to the longitudinal extension LASi (see, for example, Fig.la).
  • the relative alignment between the drive coils ASi of a coil group SGi (e.g. SG1) and the magnet group MGi (e.g. MGb), which primarily interacts with the drive coils ASi of the other coil group SGi (e.g. SG2) should be as orthogonal as possible, so that little to no coupling effects arise.
  • the drive magnets 4 of the second magnet groups MGb are arranged as parallel as possible to the transverse extent QAS1 of the drive coils ASi of the first coil group SG1.
  • the distance between a conductor of a drive coil ASi and the drive magnets 4 interacting therewith (corresponds to the mean coil distance Si in the examples shown) should be as small as possible, since the flux density decreases exponentially with the normal distance.
  • the conductor resistance of the drive coil ASi should be as low as possible. Possibilities for reducing the conductor resistance are, for example, the provision of a so-called “covered length” of a drive coil ASi as high as possible and / or an increase in the cross section of the conductors of a drive coil ASi.
  • the “covered length” is that part of the conductor which is in the area of influence of the magnetic field of the drive magnets 4.
  • the “covered length” should preferably correspond to the entire extension of the conductor or the drive coil ASi.
  • the magnetic properties of the drive magnets 4 of the transport unit TE which influence the magnetic field can also be changed.
  • the pole pitch Ta of the first magnet group (s) MGa differs from the pole pitch Tb of the second magnet group (s) MGb, as exemplified in Fig. 3d + 3f for the 1D arrangement and in Fig.
  • transport segments 2 could also have a different shape, for example square, as indicated by the transport segments 2a and / or could be joined together in another way to form one transport level 3 with another Form. In the simplest case, only a single transport segment 2 could be provided.
  • a movement path BP between a defined starting point AP and a defined end point EP is specified for the movement of the transport unit TE.
  • the movement path BP is thus initially independent of the transport device 1 and can, for example, be determined as a function of a predetermined production process in which the transport device 1 is used.
  • the production process may require objects to be transported along the assigned movement path BP from the starting point AP to the end point EP.
  • different process stations PSi can also be provided on the transport device 1, between which the transport units TE can be moved, as will be explained in more detail below with reference to FIG.
  • the process station PS and the transport segment 2 are preferably aligned relative to one another in such a way that a first process movement path component PBPA1 of the main direction of movement H1 on a process movement path length LPBP of the process movement path PBP is equal to or greater than a second process movement path component PBPA2 of the second main direction of movement H2 at the process motion path length LPBP.
  • the alignment is particularly preferably carried out in such a way that the first process movement path component PBPA1 is at a maximum. This ensures that a transport unit TE is also moved predominantly in the first main direction of movement H1 with the higher efficiency in the area of the process station PS, whereby the efficiency of the operation of the transport device 1 can be further increased.
  • the transport unit TE can also be moved predominantly in the first main direction of movement H1 between two process stations PSi. This can also be advantageous, for example, in the event that the drive coils AS1 of the first main direction of movement H1 can generate a greater maximum force (drive force + levitation force) than the drive coils AS2 of the second main direction of movement H2. If, for example, relatively high forces are required to move the transport unit TE along the transition path UP, e.g.
  • a further advantageous embodiment of the invention is used to describe how a transport device 1 with at least one transport segment 2 with two main directions of movement H1, H2 can be operated as efficiently as possible with different degrees of efficiency mH1> mH2.
  • the efficiency m of a main direction of movement Hi describes the ratio of useful energy to supplied energy and, in the present case of the transport device 1, can be in the form of
  • the levitation force FS thus compensates for the weight FG caused by the mass of the transport unit TE and a force component of a possible process force FP in the gravitational direction, which is generated, for example, by a transported object O.
  • the position of the transport unit TE relative to the transport segment 2 can thus be kept constant during operation by the floating force FS.
  • a certain movement of the transport unit TE can also take place in the vertical direction (here in the Z direction), which can be achieved by appropriate control of the drive coils AS1, AS2.
  • K opt 0.5.
  • the optimal distribution factor K opt is therefore independent of the absolute size of the air gap L and therefore depends only on the difference ⁇ S between the coil spacings S1, S2.
  • the transport unit could also have a rectangular shape, as has been described, for example, with reference to FIGS.
  • the first main direction of movement H1 can for example stand normally on a first edge K1 of the diamond-shaped transport plane 3 and the second main direction of movement H2 can stand normally on the second edge K2 of the diamond-shaped transport plane 3 adjoining the first edge K1.
  • the transport segments 2 are each designed in such a way that the first edge K1 and the second edge K2 are arranged at a diamond angle w ⁇ 90 ° to one another in order to form the diamond shape. Opposite sides in each case run parallel, as shown in Fig. 10.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electromagnetism (AREA)
  • Linear Motors (AREA)
  • Non-Mechanical Conveyors (AREA)
  • Control Of Linear Motors (AREA)

Abstract

La présente invention a pour but de fournir un dispositif de transport (1) sous la forme d'un moteur plan à conception asymétrique qui facilite une opération plus efficace. À cet effet, au moins un segment de transport (2) est orienté par rapport à un trajet de déplacement prédéfini de l'unité de transport et s'étend entre un point de départ défini et un point d'arrivée défini, de sorte que le trajet de déplacement repose sur le plan de transport (3) de telle sorte qu'une première composante de trajet de déplacement de la première direction de mouvement principal (H1) sur la longueur du trajet de déplacement est supérieure ou égale à une seconde composante de trajet de déplacement de la seconde direction de mouvement principal (H2) sur la longueur du trajet de déplacement.
EP20815758.6A 2019-11-27 2020-11-25 Dispositif de transport Pending EP4066364A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT510342019 2019-11-27
PCT/EP2020/083290 WO2021105165A1 (fr) 2019-11-27 2020-11-25 Dispositif de transport

Publications (1)

Publication Number Publication Date
EP4066364A1 true EP4066364A1 (fr) 2022-10-05

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EP20815759.4A Pending EP4066365A1 (fr) 2019-11-27 2020-11-25 Dispositif de transport
EP20815758.6A Pending EP4066364A1 (fr) 2019-11-27 2020-11-25 Dispositif de transport

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EP20815759.4A Pending EP4066365A1 (fr) 2019-11-27 2020-11-25 Dispositif de transport

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JP (2) JP2023508259A (fr)
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CN101610054B (zh) * 2009-07-21 2011-02-16 清华大学 采用三维永磁阵列的平面电机
KR20140084238A (ko) 2011-10-27 2014-07-04 더 유니버시티 오브 브리티쉬 콜롬비아 변위 장치 및 변위 장치의 제조, 사용 그리고 제어를 위한 방법
WO2013112761A2 (fr) * 2012-01-25 2013-08-01 Nikon Corporation Moteur plat à groupements de conducteurs asymétriques
WO2015179962A1 (fr) * 2014-05-30 2015-12-03 The University Of British Columbia Dispositifs de déplacement et leurs procédés de fabrication, d'utilisation et de commande
WO2015184553A1 (fr) * 2014-06-07 2015-12-10 The University Of British Columbia Procédés et systèmes de mouvement commandé de plusieurs étages mobiles dans un dispositif de déplacement
DE102014214696A1 (de) 2014-07-25 2016-01-28 Robert Bosch Gmbh Vorrichtung zum Transport eines Behältnisses relativ zu einer Füllstation
JP6514316B2 (ja) 2014-07-25 2019-05-15 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングＲｏｂｅｒｔ Ｂｏｓｃｈ Ｇｍｂｈ 搬送装置
DE102015209618A1 (de) * 2015-05-26 2016-12-01 Robert Bosch Gmbh Transportvorrichtung
DE102016224951A1 (de) * 2016-12-14 2018-06-14 Robert Bosch Gmbh Beförderungsvorrichtung mit einem Stator zur kontrollierten Beförderung eines Transportkörpers relativ zum Stator
WO2018176137A1 (fr) * 2017-03-27 2018-10-04 Planar Motor Incorporated Dispositifs robotiques et leurs procédés de fabrication, d'utilisation et de commande

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EP4066365A1 (fr) 2022-10-05
WO2021105166A1 (fr) 2021-06-03
JP2023504039A (ja) 2023-02-01
US20230006529A1 (en) 2023-01-05
US20230026030A1 (en) 2023-01-26
JP2023508259A (ja) 2023-03-02
WO2021105165A1 (fr) 2021-06-03
CN114747125A (zh) 2022-07-12
CN114731105A (zh) 2022-07-08

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