EP4305499A1 - Procédé de commande de véhicules de transport et système de transport - Google Patents

Procédé de commande de véhicules de transport et système de transport

Info

Publication number
EP4305499A1
EP4305499A1 EP22713860.9A EP22713860A EP4305499A1 EP 4305499 A1 EP4305499 A1 EP 4305499A1 EP 22713860 A EP22713860 A EP 22713860A EP 4305499 A1 EP4305499 A1 EP 4305499A1
Authority
EP
European Patent Office
Prior art keywords
conveying
conveyor
delivery
vehicles
order
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
EP22713860.9A
Other languages
German (de)
English (en)
Inventor
Stefano BELL
Johannes BAYHA
Michael Lauer
Benny FRASCH
Marcus Schneider
Lazaros ZACHARIADIS
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.)
Duerr Systems AG
Original Assignee
Duerr Systems AG
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 Duerr Systems AG filed Critical Duerr Systems AG
Publication of EP4305499A1 publication Critical patent/EP4305499A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/644—Optimisation of travel parameters, e.g. of energy consumption, journey time or distance
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/418—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM]
    • G05B19/4189—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM] characterised by the transport system
    • G05B19/41895—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM] characterised by the transport system using automatic guided vehicles [AGV]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • B62D65/02—Joining sub-units or components to, or positioning sub-units or components with respect to, body shell or other sub-units or components
    • B62D65/18—Transportation, conveyor or haulage systems specially adapted for motor vehicle or trailer assembly lines
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/30—Nc systems
    • G05B2219/31—From computer integrated manufacturing till monitoring
    • G05B2219/31274—Convey products, move equipment according to production plan in memory
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/30—Nc systems
    • G05B2219/31—From computer integrated manufacturing till monitoring
    • G05B2219/31277—Dispatching rules, shortest travel time or bidding based to reduce empty travel
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D2101/00—Details of software or hardware architectures used for the control of position
    • G05D2101/10—Details of software or hardware architectures used for the control of position using artificial intelligence [AI] techniques
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D2107/00—Specific environments of the controlled vehicles
    • G05D2107/70—Industrial sites, e.g. warehouses or factories

Definitions

  • the present invention relates to a method for controlling conveyor vehicles and a conveyor system for conveying objects to be conveyed.
  • Conveyor systems with conveyor vehicles can be used in particular in production plants, for example in the manufacture of passenger cars.
  • the conveyor vehicles are used in particular to convey vehicle bodies within a treatment facility and/or assembly facility.
  • the conveyor system includes a large number of conveyor vehicles which are to transport a large number of objects to be conveyed
  • efficient control of the conveyor vehicles is essential in order to avoid congestion or other waiting times which can lead to production disruptions.
  • the conveyor vehicles can be guided along predefined routes, for example.
  • predefined routes can be problematic, particularly in the case of unexpected obstacles or other disturbances.
  • the present invention is based on the object of providing a method for controlling conveyor vehicles which enables energy-efficient and cost-efficient operation of a conveyor system.
  • this object is achieved by a method according to claim 1 .
  • a haulage order data set is thus preferably determined for controlling a haulage vehicle when the haulage order is being carried out.
  • the funding order data set preferably contains configuration data or is determined from configuration data or taking into account configuration data.
  • configuration data are in particular properties of the conveyor system and/or a higher-level production plant or a production plant comprising the conveyor system.
  • a haulage order data record contains the course of a haulage route and/or a speed profile and/or information about stops and/or other stopovers for carrying out the haulage order.
  • a determination of the subsidy order data record can in particular be a creation, a compilation and/or a calculation.
  • the subsidy order data record includes one or more subsidy order-specific and/or subsidy object-specific data and/or if one or more of these data are taken into account when determining the subsidy order data record.
  • one or more of the following data can be funding order-specific and/or funding object-specific data:
  • the data specific to the hauling order and/or to the hauling object are preferably independent of a current status of the hauling system, in particular the respective hauling vehicle, and/or the one or more, in particular all, stations.
  • further data specific to the funding order and/or specific to the funding object can be the following or include one or more of the following data: Designation of a station, in particular a work station, for example a production cell, treatment station, assembly station, etc.; work steps that can be carried out in the respective station, in particular treatment steps, production steps and/or assembly steps;
  • Time components of conveyor technology elements for example clock information of a clock conveyor, speeds of a continuous conveyor, etc.;
  • different conveying times and/or conveying durations between different stations can be determined on the basis of previous conveying runs, for example determined as an average value. From this, a funding period for further funding orders can preferably be determined, in particular specified.
  • the subsidy order data record includes one or more status data of the current and/or expected status of the conveyor system and/or one or more stations and/or that one or several of these status data are taken into account when determining the subsidy order data record.
  • provision can be made for one or more of the following data to be determined and/or taken into account as status data: current and/or expected capacity utilization of one or more conveyor vehicles; Current and/or expected capacity utilization of one or more conveyor line sections; current and/or expected utilization of one or more stations; Current disruption and/or maintenance-related route closures or station failures.
  • provision can be made for a current occupancy of individual stations and/or a remaining duration of a stay of a conveyed object located in the respective station to be determined as status data and taken into account when determining the conveyance order data record.
  • One or more or all of the status data is preferably determined on the basis of data that is provided by sensors and/or by transmission of current and/or expected operating parameters to one or more other conveyor vehicles and/or one or more stations.
  • a basic conveying route and/or a basic speed profile for carrying out the conveying order is first determined on the basis of one or more data specific to the conveying order and/or object to be conveyed.
  • an update and/or, if necessary, a correction of the basic course of the conveying route and/or the basic speed is preferably carried out made profile, in particular depending on status data of the current and / or expected status of the conveyor system and / or one or more stations to be approached.
  • a rough planning of the course of the conveying route and the speed profile can be carried out before the start of the execution of the conveying order.
  • detailed planning and/or corrections are then carried out in order to optimally adapt the funding to current circumstances and circumstances.
  • a modified conveying path and/or a modified speed profile are preferably obtained. Such updating and/or correction can be carried out in particular at one or more intermediate stations.
  • provision can be made for multiple updates and/or corrections to be made during the execution of a funding order, in particular before, during and/or after a stay at a station.
  • the delivery order data set is incomplete at the beginning of the execution of the delivery order and/or that initially at least one course of the delivery route and/or a speed profile for the complete execution of the delivery order are incomplete.
  • the conveying vehicle reaches a predetermined intermediate position, the course of the conveying route and/or the speed profile is then preferably determined in order to complete the same.
  • such a determination can be provided for completion at one or more intermediate positions.
  • a group of stations can then be defined as the probable destination or intermediate destination, with the course of the conveying route and/or the speed profile being updated or corrected at one or more intermediate positions, for example, in order to decide on the specific station to be approached. This can be provided in particular when it is not certain at the beginning of the delivery order which station of a group of stations is available at the time the group of stations is reached.
  • At least one local funding specification and/or at least one global funding specification is taken into account when determining the funding order data record.
  • a local delivery specification applies in particular to a sub-area of a delivery area of the delivery system and/or to a subset of the delivery vehicles.
  • a global funding specification preferably applies to the entire extraction area and/or to all extraction vehicles.
  • a local conveying specification applies only in a specified environment of a conveying vehicle.
  • funding specifications can be provided as local or global funding specifications: and/or
  • a currently selected global delivery specification preferably always applies to all delivery vehicles and/or all delivery orders during a specified period of time and/or until another global delivery specification is selected.
  • conveying speeds in particular are reduced and/or the shortest distances between specified stations are selected.
  • This funding requirement can be provided in particular when a maximum Conveying capacity and/or conveying speed of the conveying system does not have to be utilized due to a small number of conveying orders.
  • the curve speeds of the conveying vehicles are reduced and/or conveying routes with the largest possible curve radii are selected.
  • wear and/or the generation of abrasion can preferably be minimized in order to be able to operate the conveyor vehicles with extended maintenance intervals.
  • the speed profiles can be adapted as a function of a conveying weight, in particular the mass of the object to be conveyed in each case, with a higher mass in particular leading to a reduced speed in order to minimize wear on the vehicles.
  • the conveying speeds are maximized and/or the shortest conveying sections are selected.
  • a conveying capacity of the conveying system can be maximized.
  • the speeds of the conveyor vehicles are selected depending on the capacity utilization of the stations, so that the objects to be transported preferably arrive at the stations precisely when they become free or available for receiving and treating, producing and/or assembling the respective object to be transported (just in time funding).
  • self-optimization of the conveyor system in particular the control system and/or the conveyor vehicles, can also be provided, in particular using artificial intelligence.
  • Subsidy orders that have already been completed are then evaluated, in particular with regard to the duration of the subsidy, speed profiles and/or conveying routes, and used to optimize future subsidy orders.
  • Utilization optimization can be provided in particular to avoid congestion and/or to equalize the use of the conveying area.
  • an upper limit can be provided for certain conveyor track sections for a number of conveyor vehicles located therein or on it at a given point in time.
  • Equalization of the spatial distribution of the conveyor vehicles within the global conveyor area of the conveyor system is equalization of the spatial distribution of the conveyor vehicles within the global conveyor area of the conveyor system:
  • an equalization is preferably made with regard to the route utilization, with a larger number of conveyor routes preferably being provided in particular in areas with a higher volume of transport, in order to keep the route utilization of individual conveyor routes as uniform as possible.
  • a local funding specification and/or a global funding specification can be varied during a funding order.
  • This preferably triggers an update and/or correction of a conveying path and/or speed profile, in particular the basic conveying path and/or the basic speed profile or the modified conveying path and/or the modified speed profile.
  • the funding specification takes into account the, in particular at least partially variable or changing, qualifications of (work) stations with regard to their individual or special production possibilities, for example with regard to special colors, special assembly tools, availability in a shift, employees and/or knights, etc.).
  • the delivery specification takes into account and/or preferably enables the anticipatory reserving of (work) stations for workpieces.
  • this can mean that a station is already reserved for a workpiece arriving in the future, although this workpiece is not yet directly at the station.
  • Other, in particular indirect, workpieces are then preferably diverted to other stations.
  • the delivery specification preferably allows absolutely free flexibility of the delivery order. For example, it can be provided that stations and/or processes can be skipped. As an alternative or in addition to this, it can be provided that stations and/or processes can be run through repeatedly and/or again. Workpieces can preferably deviate from an original conveying sequence and/or receive individual or further or other or additional conveying specifications, for example in order to carry out and/or approach individual or further or other or additional processes, production steps or stations.
  • the funding requirement can be influenced or parameterized according to the individual requirement. For example, this can mean that the decision on the (funding) goal can be made at the start of funding, during funding or directly before/at the point of decision (e.g. at an intersection or fork) between the same or similar goals.
  • the delivery specification or the time of the decision preferably has no influence on the delivery behavior and preferably takes place seamlessly without stopping or interrupting the delivery flow.
  • conveyance specification always allows for the smallest possible individual process time per station or total throughput time through the process plant that is optimal for the workpiece. This can mean, for example, that the residence time of the workpiece in the factory can be kept as short as possible.
  • the delivery specification preferably excludes inefficient and unnecessary waiting times for a workpiece, since this preferably does not have to wait for the previously delivered workpiece (with a longer production time) as in line production.
  • the funding specification enables the station(s) to be utilized as efficiently as possible.
  • the conveyance order data record contains information about conveyance area sections of a conveyance area of the conveyance system that are to be kept free, or is determined taking such information into account.
  • the information about sections of the area to be kept free describes in particular a spatially and/or temporally limited conveyor corridor for exclusive use by one or more other conveyor vehicles.
  • the control system of the conveying system which in particular is superior to all conveying vehicles, is preferably used.
  • the conveyor vehicles thus preferably do not block each other, but rather the higher-level control system grants prioritization to individual conveyor vehicles depending on the order, in particular depending on a predetermined prioritization of the conveyance of the respective object to be conveyed.
  • the present invention also relates to a conveyor system for conveying objects to be conveyed.
  • the invention is based on the object of providing a conveyor system which enables energy-efficient and cost-efficient operation. According to the invention, this object is achieved by the independent device claim.
  • the conveyor system for conveying objects to be conveyed preferably comprises the following: a plurality of self-propelled and/or driverless conveyor vehicles for receiving one or more objects to be conveyed; a conveying area within which the conveying vehicles can be moved along conveying routes, in particular variable conveying routes; a control system for selecting and/or influencing the conveying routes and/or speeds of the conveying vehicles, the control system being designed and set up to carry out the method according to the invention.
  • the conveyor system according to the invention preferably has one or more features and/or advantages which are described in connection with the method according to the invention.
  • the conveyor vehicles preferably have control devices which are designed and set up in such a way that the method steps described can be carried out.
  • the conveyor system according to the invention is particularly suitable for use in a production plant for the production of vehicles, in particular passenger cars.
  • the present invention therefore also relates to a production plant for the production of vehicles, in particular passenger cars, the production plant comprising a conveyor system according to the invention.
  • the objects to be conveyed are in particular vehicle bodies, which can be fed to a number of stations, in particular processing stations and/or assembly stations, in particular one after the other by means of the conveying system.
  • the conveyor vehicles are in particular driverless industrial trucks, in particular so-called automated guided vehicles (AGV).
  • AGV automated guided vehicles
  • one or more conveyor vehicles are gantry cranes or each include one or more gantry cranes.
  • the conveyor vehicles are preferably floor-bound and/or can be moved on a floor by means of wheels.
  • the conveyor vehicles can in particular be used autonomously, in particular after a conveyor order data record has been transmitted to the respective conveyor vehicle.
  • the conveyor vehicles are electrically driven and for this purpose include in particular an energy store, for example a battery store and/or capacitor store, for driving the electric drive.
  • an energy store for example a battery store and/or capacitor store
  • an external energy supply can be provided for driving the electric drive, in particular for directly driving the electric drive, for example inductive or contact-based energy transmission from an external energy source to the respective conveyor vehicle.
  • a contact-bound energy transmission is in particular a wired energy transmission, an energy transmission by means of a sliding contact or another, a circuit-closing, touching energy transmission.
  • the electric drive can be supplied with electric energy directly by the external energy supply in order to drive the respective conveyor vehicle.
  • the electric drive can be indirectly supplied with electric energy by the external energy supply, in particular using an intermediate storage device, for example a battery storage and/or capacitor storage, in order to drive the respective conveyor vehicle.
  • the external transfer of energy can take place before and/or during and/or after the implementation of a delivery order and/or delivery process for delivering a delivery item.
  • electrical energy can be supplied to an energy storage device, for example a battery storage device and/or capacitor storage device, for later driving the electric drive by means of an external energy supply.
  • the external energy transmission takes place exclusively before and/or after the implementation of one or more conveying orders and/or conveying processes for conveying one or more conveying objects.
  • electrical energy can be supplied to an energy storage device, for example a battery storage device and/or capacitor storage device, exclusively before and/or after one or more treatment processes for treating one or more conveying objects by means of an external energy supply.
  • a continuous operation of the conveying system can preferably be implemented by means of a suitable supply of energy.
  • the control system of the conveyor system is in particular a fleet management system.
  • the control system is preferably used to monitor and/or manage not only the movements of the conveying vehicles, but also the movements of the objects to be conveyed.
  • control system serves to control the material flow, that is to say to control the conveyance of the objects to be conveyed.
  • control system regularly and/or continuously and/or permanently records and/or monitors information about the spatial and/or logical and/or logistical position and/or orientation of one or more, in particular all, conveyor vehicles.
  • sensor information from conveyor vehicle-based sensors and/or from conveyor vehicle-independent sensors and/or operating data from the conveyor vehicles can be used.
  • control system regularly and/or continuously and/or permanently records and/or information about the spatial and/or logical and/or logistical position and/or orientation of one or more, in particular all, conveyance objects be monitored.
  • sensor information from conveyor vehicle-based sensors and/or from conveyor vehicle-independent sensors and/or operating data from the conveyor vehicles can be used.
  • Optimal utilization of all resources is preferably achieved by means of the control system, with the conveying specifications preferably ensuring long-term stable and low-maintenance operation of the conveying system.
  • the conveyor vehicles in particular the industrial trucks (AGVs)
  • AGVs industrial trucks
  • the conveyor vehicles line up in one or more queues in an organized and/or structured manner after the completion of a funding requirement. Provision is preferably made for the conveyor vehicle at the front in the one or more queues and/or the conveyor vehicle with the most effective/shortest distance for the next/latest conveyance specification to travel from the queue to the workpiece to be transported.
  • the conveyor vehicles can preferably each be assigned to one or more queues, in particular to a fixed queue or to different queues.
  • a size or length of the queue can preferably be designed individually.
  • one or more of the following features and/or advantages can preferably be provided:
  • the conveyor vehicles preferably leave the queue and are commanded and/or driven to their energy charging stations via optimized and/or the shortest possible routes.
  • Conveyor vehicles that are not in the queue are preferably also commanded and/or driven to the nearest energy charging stations and remain there.
  • the selection of the respective energy charging station for the respective conveyor vehicle is preferably based on availability and/or occupancy status and is preferably determined anew and/or individually at each end of production.
  • the conveying vehicles preferably remain on their energy charging stations until before the start of production, in order not to suffer a failure due to a lack of energy.
  • the conveyor vehicles preferably leave their energy charging stations in good time before the start of production in order to join the queue again and/or to link up with a process flow.
  • the production can preferably be started without loss of time, in particular there are preferably no waiting, non-productive or lost times.
  • FIG. 1 is a schematic representation of a production plant with a
  • Conveyor system for conveying objects to be conveyed.
  • a production plant shown schematically in FIG. 1 and denoted as a whole by 100 is used, for example, to manufacture workpieces, for example motor vehicles.
  • the production plant 100 comprises a plurality of stations 102 for carrying out treatment steps, production steps and/or assembly steps.
  • the stations 102 are arranged and/or constructed independently of one another, but are connected to one another by means of a conveyor system 104 in such a way that objects to be conveyed, for example vehicle bodies, can be fed to the stations 102 in varying sequences.
  • the conveyor system 104 comprises, in particular, a plurality of conveyor vehicles 106, for example driverless industrial trucks, which can be moved freely as ground-based vehicles on a floor, in particular a hall floor.
  • conveyor vehicles 106 for example driverless industrial trucks, which can be moved freely as ground-based vehicles on a floor, in particular a hall floor.
  • the conveyor vehicles 106 can thus in principle cover any route within a conveyor area 108 of the conveyor system 104 .
  • the conveying vehicles 106 can be assigned a conveying order for each conveying object to be conveyed.
  • control system 110 is shown several times in FIG.
  • control system 110 can on the one hand act on a conveyor vehicle 106 at a starting position 112 .
  • a delivery order data record is initially determined, which includes a basic course of the delivery route and a basic speed profile for carrying out the delivery order.
  • the conveyor vehicle 106 then moves along the specified conveyor route on a conveyor route 114 from the starting position 112 to, for example, one of two stations 102, which are designed, for example, as a production cell. After passing through several stations 102, the conveyor vehicle 106 finally arrives at an end position 113.
  • Processing, production or assembly then takes place in the respective station 102 .
  • An intermediate position 116 can be arranged between the starting position 112 and the stations 102 , at which position the conveyor vehicle 106 can also be acted on by the control system 110 .
  • control system 110 can be used to act on any conveyor vehicle 106, preferably wirelessly, at any point of the conveyor system 104.
  • the conveying order data record, in particular the basic conveying route profile and/or the basic speed profile, of the respective conveying vehicle 106 is only updated and/or corrected at certain intermediate positions 116 by means of the control system 110.
  • the control system 110 can be used at an intermediate position 116 to determine which station 102 of a group of identical stations 102 is approached by the respective conveyor vehicle 106, for example depending on a current occupancy of the stations 102 of the said group.
  • control system 110 can preferably also be used to affect respective conveyor vehicle 106, for example in order to determine the course of the conveyor route and depending on a current route utilization and/or station utilization /or to optimize the speed profile of the conveyor vehicle 106.
  • an alternative conveying line 114' can be selected as required, for example if a fault 118, for example an obstacle, has been detected in a conveying line section of the initially specified conveying line course, in particular the basic conveying line course .
  • the data for creating and/or updating and/or correcting the conveyor order data record are particularly important.
  • data specific to the delivery order and/or to the delivery object can be used, which are independent of the current status of the delivery system 104 .
  • status data of the current and/or expected status of the conveyor system 104 and/or one or more stations 102 are preferably used to optimize the conveyor order data record, in particular to optimize the course of the conveyor route and/or the speed profile.
  • provision can preferably be made for one or more delivery specifications to be taken into account when determining the delivery order data record and/or updating and/or correcting it.
  • these can be local conveying specifications which, for example, provide for a reduced cornering speed of the respective conveying vehicle 106 in certain conveying sections in order to minimize wear.
  • these can be global delivery specifications, in order to minimize the overall energy requirement of the delivery system 104, particularly when the delivery system 104 is not being fully utilized, by using reduced speeds of the delivery vehicles 106.

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  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Manufacturing & Machinery (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Remote Sensing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Quality & Reliability (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • General Factory Administration (AREA)
  • Control Of Conveyors (AREA)

Abstract

La présente invention vise à fournir un procédé de commande de véhicules de transport d'un système de transport qui permet une exploitation efficace en termes d'énergie et de coûts de ce système de transport. À cet effet, l'invention concerne un procédé comprenant les étapes suivantes : la mise à disposition d'une pluralité de véhicules de transport du système de transport ; la spécification d'une tâche de transport pour le transport d'un ou plusieurs objets de transport ; la détermination d'un enregistrement de données de tâche de transport pour commander un véhicule de transport pendant l'exécution de la tâche de transport ; l'exécution de la tâche de transport.
EP22713860.9A 2021-03-10 2022-03-10 Procédé de commande de véhicules de transport et système de transport Pending EP4305499A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021202323.1A DE102021202323A1 (de) 2021-03-10 2021-03-10 Verfahren zur Steuerung von Förderfahrzeugen und Fördersystem
PCT/DE2022/100199 WO2022188929A1 (fr) 2021-03-10 2022-03-10 Procédé de commande de véhicules de transport et système de transport

Publications (1)

Publication Number Publication Date
EP4305499A1 true EP4305499A1 (fr) 2024-01-17

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EP22713860.9A Pending EP4305499A1 (fr) 2021-03-10 2022-03-10 Procédé de commande de véhicules de transport et système de transport

Country Status (5)

Country Link
US (1) US20240160226A1 (fr)
EP (1) EP4305499A1 (fr)
CN (1) CN116997872A (fr)
DE (2) DE102021202323A1 (fr)
WO (1) WO2022188929A1 (fr)

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US20240280998A1 (en) * 2023-02-17 2024-08-22 Toyota Jidosha Kabushiki Kaisha System, moving object, method of manufacturing moving object, and server
CN117970892B (zh) * 2024-03-29 2024-07-09 合肥焕智科技有限公司 一种输送系统的控制方法及装置

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Publication number Priority date Publication date Assignee Title
US10022867B2 (en) * 2014-11-11 2018-07-17 X Development Llc Dynamically maintaining a map of a fleet of robotic devices in an environment to facilitate robotic action
DK3253692T3 (da) * 2015-02-05 2021-01-04 Grey Orange Pte Ltd Apparat og fremgangsmåde til håndtering af varer
DE102017113343A1 (de) * 2017-06-19 2018-12-20 Eisenmann Se Verfahren und Fertigungsanlage zur Herstellung von Fahrzeugen und Oberflächenbehandlungsanlage zur Oberflächenbehandlung von Fahrzeugkarosserien
EP3561628B1 (fr) * 2018-04-23 2021-11-17 Toyota Material Handling Manufacturing Sweden AB Véhicule industriel, système et procédé d'optimisation de déplacement de charge utile

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Publication number Publication date
DE102021202323A1 (de) 2022-09-15
DE112022001418A5 (de) 2024-01-11
WO2022188929A1 (fr) 2022-09-15
CN116997872A (zh) 2023-11-03
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