ES2775519A1 - Track system with intercom nodes arranged vertically and vehicles with a double support system running through them (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Track system with intercom nodes arranged vertically and vehicles with a double support system running through them, capable of moving between the different levels of tracks. The vehicles, to make these movements possible, have the duplicated support group, at least one of these locomotion support groups (not necessarily a driver) and, at least one of these groups, mobile, vertically deployable. The displacements between road levels are carried out by vertically contracting/extending your group or mobile support groups. (Machine-translation by Google Translate, not legally binding)

Description

DESCRIPTION

ROAD SYSTEM WITH INTERCOMMUNICATION NODES ARRANGED ON THE VERTICAL AND VEHICLES WITH DOUBLE SUPPORT SYSTEM THAT

DISCOURSE FOR THEM

TECHNICAL SECTOR

The present invention refers to a track or rail system characterized by intercommunication nodes to effect track changes arranged in height, and the units, equipped with at least two support groups, capable of making these changes by their own means. It is applicable in the transport sector and in those in which a transport system is required.

BACKGROUND OF THE INVENTION

Vehicle systems on roads or rails are characterized by the fact that it is the road structures that are in charge of defining the routes of the vehicles by means of mechanisms integrated into the road structure: in the changes of direction the road is configured so that the vehicle runs along the assigned road, and in level changes, the road structure has elevators that move vehicles between levels.

As an example of the first, we would find the railway systems that have influenced the different transport systems on tracks or rails adapted to different purposes and that circulate at level. An example of the latter would be the systems that require level changes, usually integrated in systems based on the railroad, solved by means of elevators integrated in the infrastructure.

In the logistics sector, many different transport systems have come together to solve the automation of warehousing and distribution. These systems must solve the two requirements: level displacements and height displacements. The transfer of goods between heights is solved by means of systems that, moving at level, are equipped with masts that reach the maximum height of the racks to slide platforms that access the different levels on these masts and thus manipulate the goods. These systems are complemented with horizontal transport networks, usually conveyor belts, roller platforms, fixed on one level, and in cases, autonomous vehicles without the capacity to relocate at different levels; necessarily, complementing some systems with others to solve all the movements that the storage space requires. Auxiliary machinery such as the forklift has also solved the access to an increasingly elevated arrangement in height of the merchandise with the lengthening of its mast.

The disadvantage of these systems is that the greater the volume of the warehouse, mainly the greater its height, the greater the technical requirements and the heavier the machinery becomes. Also, the technical limitation of these machines marks the limits of the storage space.

The present invention applied to the storage of goods is based on conveyor units that can run through the different levels that make up the road network; In the case of storage, using the racks themselves as a supporting element, their beams become at the same time the routes through which these conveyors run, small units, since they only need the capacity to pass from one level to another, and little heavy since the road system serves as an anchor, being equally operative in warehouses with racks of 2 or 3 heights or 20 or 30, without limiting their operation the number of these, capable of moving horizontally and vertically, being integrated into the network of tracks, shelves and distribution areas, solving all the movements required by the space and operation of the warehouse.

Among its advantages is the simplicity of the network through which the units run and the simplicity of these units. Also, being able to work simultaneously a large number of units if the volume of work requires it. This characteristic does not make its speed critical, since the work is solved in parallel, which frees the system from the technical sophistication that it would require, also delaying its obsolescence due to a greater workload, remodeling or resizing of the warehouse.

Another advantage is its modularity, since the operating unit is a conveyor on which different mechanisms can be mounted to handle the merchandise, being able to coexist with each other to carry out different functions and being able to coexist those of one generation with another. facilitating the evolution and updating of the warehouse.

Applied to the transport of people or goods, in reduced scenarios or more wide, maintains the same advantages: a very simple road network, inexpensive to implement and maintain, with flexibility in its configuration and operation, consistent with remodeling, expansion and evolution of the system.

Applied in mining and other industrial sectors, it also solves all movements in three-dimensional space that exploitation requires.

Very diverse machinery can be transformed into a track system with intercommunication nodes arranged in height through which its units run.

In ports, the loading and unloading of the ships becomes a bottleneck. By transforming STS gantry cranes (those in charge of loading and unloading) into track structures such as the one proposed in the present invention through which conveyor units pass, their productivity is multiplied.

EXPLANATION OF THE INVENTION

It is a track system in which track changes are made vertically (figure 9), with the vehicle moving from a track that is on a level to another on a higher or lower level by its own means. Vehicles carry out these changes autonomously, being able to carry out these changes of tracks thanks to having two support groups, at least one of them capable of moving vertically until reaching the tracks or rails of the upper or lower level, of Thus, keeping one of the support groups on a track system, the other would move vertically until reaching the upper or lower track level. The procedure would be as follows (Figures 1 to 8):

The mobile support group, with its wheels retracted without resting on the tracks (figure 1), extends until it reaches the upper track level (figures 2 to 4); Once the new level has been reached, the wheels of the mobile group are deployed to make them rest on the tracks and the wheels of the fixed group are retracted so that they stop supporting the tracks on which it was passing (figure 5). At this point, folding the mobile group back to its initial position, the unit is moved, remaining in running order on the new level of tracks (Figures 6 to 8). Once the wheels of the mobile group have been retracted and those of the fixed group deployed, the unit is ready to raise or lower the level again when required (figure 1). The method for lowering a level is the reverse of that described.

In the present invention, the road structure is freed from mechanisms, being simplified into a mere support structure, which could also be of electrical power supply. The result is a network of unconnected pathways, free of mechanical mechanisms, with minimal requirements for their implementation and maintenance, and easily expandable and removable, allowing highly simplified and modular systems that facilitate their implementation in many different sectors.

BRIEF DESCRIPTION OF THE DRAWINGS

To complement the description and the proposed embodiments, as an aid to a better understanding of the characteristics of the invention and with an illustrative, non-limiting nature, taking into account its fundamental characteristics, the following drawings are attached as an integral part of these:

Figure 1.- Unit in running order with the support-locomotion groups in its lower part, at the height of the tracks on which it circulates, with the fixed group resting on them. Perspective, front and side view.

Figure 2.- Unit in running order with the mobile support-locomotion group ascending along the rack. Perspective, front and side view.

Figure 3.- Unit in running order with the mobile support-locomotion group housed in the head of the rack. Perspective, front and side view.

Figure 4.- Unit in running order with the rack head (and in it the mobile group) raised to the height of the upper tracks. Perspective, front and side view.

Figure 5.- Unit with the mobile support-locomotion group at the height of the upper tracks and its wheels resting on them. The wheels of the fixed locomotion-support group contracted, without resting on the tracks. Perspective, front and side view.

Figure 6.- Unit with the telescopes contracted and the head of the rack placed on top of it. The unit has begun the ascent to the upper tracks. Perspective, front and side view.

Figure 7.- The mobile support-locomotion group descending along the rack, which makes the unit continue the ascent. Perspective, front and side view.

Figure 8.- Unit with the mobile support-locomotion group in the lower part of the unit and the unit already at the height of the upper tracks.

Figure 9.- One side of an intercommunication node.

Figure 10.- Complementary piece that allows the change of direction or change of direction in situ. Perspective, front and side view.

Figure 11.- Unit in running order in a vertical track system supporting it on one of its sides. The wheels of the fixed support-locomotion group supported on the lower tracks and the mobile support-locomotion group contracted and its wheels also contracted without resting on the tracks. Perspective, front and side view.

Figure 12.- Same as figure 11, but with the lift-locomotion group extended until reaching the lower track of the upper level. Perspective, front and side view.

Figure 13 .- (Parking) Detail of the structure of a parking lot with the unit on one of its levels in the access corridor to the accommodation holes.

Figure 14.- (Parking) Unit in running order with fixed and mobile support groups at level. View with and without the transport platform.

Figure 15 .- (Parking) Unit in running order. Front and side views. Figure 16 .- (Parking) Unit supported on the upper tracks with the scissors of the mobile group extending. Perspective and side view.

Figure 17 .- (Parking) Unit supported on the upper tracks with the mobile group scissors extended, reaching the tracks on the lower level. Perspective and side view.

Figure 18.- (Parking) Unit descending. With the wheels of the fixed group contracted and those of the mobile group resting on the tracks of the lower level.

Figure 19.- (Parking) Displacer with the unit on it. Perspective view.

Figure 20 .- (Parking) Displacer without the unit.

Figure 21.- (Parking) Displacer (A) with the unit on it (B). Side. Figure 22 .- (Open pit mine) Unit in running order. Perspective and front. Figure 23 .- (Open pit mine) Unit descending. Perspective and front.

Figure 24.- (Open pit mine) Unit reaching the lower track level. Perspective and front.

Figure 25.- (Open pit mine) Unit contracting the mobile support group. Perspective and front.

Figure 26.- (Open pit mine) Unit in running order already at the lower track level. Perspective and front.

Figure 27.- (Open pit mine) Unit with the mobile support group contracted.

Perspective and front.

Figure 28 .- (Open pit mine) Structure and traffic.

Figure 29 .- (STS Crane) STS Crane converted its boom into a two-level track system through which the units move. 4 units can be seen loading or unloading containers on the lower track level, and another 2 unloaded units on the upper track level.

Figures 30 and 31 .- (STS Crane) Detail of the boom.

Figure 32 .- (STS Crane) Unit with the mobile support group contracted.

Figure 33.- (STS Crane) Unit with the mobile support group extended.

Figure 34 .- (STS crane) STS crane and gantry crane working in tandem (connection between both at level), perspective.

Figure 35 .- (STS crane) STS crane and gantry crane working in tandem (connection between both at different levels), side view.

Figure 36.- Gantry crane with its bridge transformed into a two-level track system.

PREFERRED EMBODIMENTS OF THE INVENTION

In this first embodiment, the units circulate between two tracks, with a track width that exceeds the width of the units that travel through them so that these units can move vertically between them (figure 1).

For the intercommunication of the different routes there are vertically arranged road nodes that allow the incorporation and diversion of the units (figure 9). The units allow the road system to have a certain slope.

In this implementation proposal, the tracks are partially electrified and their units have accumulators that make them autonomous, with the effect of being able to recharge these accumulators in the electrified sections.

The units, in order to be able to travel through these road networks, have duplicated support-locomotion groups with one of these mobile, movable support systems.

The wheels of the support systems have actuators, in these embodiments, linear, which allow them to be supported on the track system when they are extended and free of supports as they remain hidden in the structure of the unit when they contract. They have two double lift-locomotion systems, one on each side of the vehicle.

The mobile locomotion-support systems have a double actuation system: a first one with a rack and a second telescopic. The zipper is divided into main body and head. The mobile support-locomotion group is integrated into the gear of the racks. When the rack system is activated, its gear, with the support-locomotion group, ascends until it reaches the head, once housed in it, the telescopic system acts raising the head of the rack system and, with it, the group of mobile lift-locomotion.

In running order, the unit can be supported on the track with the support-locomotion systems placed in its lower part, or suspended on it by its mobile support group deployed on its upper part.

To describe the process of changing tracks (Figures 1 to 8), we take as the preferred running order when the vehicle is resting on the tracks with its support-locomotion groups positioned at the bottom.

The vehicle is in running order and supported only on its fixed support group at its bottom. As you approach the point where you must switch to a higher track, your mobile locomotion-lift group climbs until you reach it. Once at its height, the actuators of its wheels are extended leaving the wheels resting on them, its driving group begins to act while the driving group of the lower group leaves it; Also, the wheels of the fixed group are retracted, leaving these off the tracks. Without stopping, if the road configuration does not prevent it, driven by the mobile support group already supported on the new track, the telescopic actuator contracts, lowering the head of the rack system, and once attached to its body, the gear descends to the base, these movements encouraging the vehicle to ascend until it is in running order again, already on the upper track. A reverse order allows the vehicle to descend to a lower level of tracks.

This system allows vehicles of very different types to circulate in it, coexisting with each other, with the only limitation of being able to circulate on its tracks and having the capacity of displacement of its support-locomotion groups established as minimum by the system .

The units could be modular, with independent lift-locomotion groups and cabins.

The system is complemented with a system for marking the roads or / and geolocation and mapping systems of the road network that allows vehicles to know their position, configuration of the roads in the place where it is located as well as permitted operations, among others.

The vehicles would be in charge of defining their itineraries according to the system specifications; Among others, the minimum distances between units and maximum permitted density, as well as restrictions in the event that the unit does not meet the specifications of all its sections; being the realization of these extremes outside the scope of the present invention, as well as the design and implementation of cabins and conveyors.

Figure 9 shows a typical intercom node that allows multiple additions or diversions (one side thereof). Tracks A and B would be the main roads through which traffic flows, allowing units to circulate simultaneously on A and suspended on B, which may or may not configure diversions. Routes C and D would be auxiliary for the execution of additions and diversions.

An atypical level change would be one that requires a distance between tracks in height that is not covered by the displacement capacity of the support groups of the units. This change would preferably be carried out by interposing supports or intermediate sections between the two levels of tracks to adapt to the displacement capacity of the mobile support group of the units so that they effect the change of tracks at various times.

The road system could be complemented by moving parts that, turning on their axis, facilitate changes of direction or direction of the vehicles in situ (Fig. 10), which could be passive (actuated by the units' own locomotive system when remaining is supported on the piece) or moved by any mechanism installed in them. And pieces that, moving laterally, allow the passage of the units from one track system to another that is in parallel (for example, the displacing unit of the third embodiment. Figures 19 to 21).

A second embodiment (Figures 11 and 12) would be one in which the units are supported by vertically arranged tracks, instead of between two horizontal tracks as in the previous embodiment, with their support-locomotion groups, also with sets of folding wheels, located on one side of the unit. In this second embodiment, two vertical tracks have been chosen as the supporting structure, also U-shaped, in this case open at the top. Two levels of tracks would be formed by four tracks arranged vertically. It has been opted for units with the capacity only to ascend to the second level of tracks by means of two movements: in the first one it would ascend to the lower track of the upper track system, also relying on the upper track of the initial level, and in a second movement to ascend to the upper track system. The reverse process descends to the lower level.

In this embodiment, the mobile support-locomotion group is raised by means of a telescopic actuator.

The level change process is essentially the same as in the first embodiment, as well as in the other embodiments: by means of the extension, contraction of the mobile locomotion-lift group and the combined action of contracting and extending the wheels. one and another support group as required at each moment of the process.

Third embodiment : It is a sample (as are embodiments 4a and 5a) of the versatility of the motif system of the present invention; in this case, adapted to the environment of an underground or surface car park (figures 13 to 21).

The structure is made up of a matrix of tracks arranged in the three dimensions of the space, forming central corridors and the accommodation for vehicles on the sides of these corridors (figure 13).

The units move vertically to access the different levels and, without the possibility of moving horizontally through the corridor, access the housings on their fronts to deposit or extract the vehicles. The horizontal movement of the unit along the aisle is provided by a shifting unit (Figures 19 to 21) that transports it. It is basically a track module that moves along the corridor.

The corridor on the level closest to the vehicle entry and exit hatch is clear of tracks, being traversed by the displacing unit (figures 19 to 21), a unit whose sole mission is to move the units horizontally along this, since the units have not been provided with the capacity to move laterally.

It is a frame (figure 20) that serves as tracks on which the unit can move to enter the housings of the same level once faced with them, or descend / ascend to another level (already placed in the module of the desired corridor) in which, with the tracks already existing, being supported by them. So a single level with a single displacer unit allows the unit to complete all possible movements in the parking space.

The unit is made up of a body on which the platform rests on which, in turn, the car to be moved, parked or unparked will also rest. With the fixed support group housed in it and scissor actuators that deploy the mobile support-locomotive group to a lower level.

In the present embodiment, it is only necessary for one of the supporting groups to be propellant, being more versatile placed in the mobile group.

The operation of passing from one level to another, is fundamentally the same as in all the present embodiments: the scissors are deployed with their wheels retracted and the fixed ones supported so that the mobile support group reaches the tracks of the lower level, their wheels are extended to rest on these tracks, the wheels fixed on the platform are retracted and the scissors are retracted so that the unit is lowered (Figures 16 to 18). The reverse makes it possible to go up one level.

The tracks of the holes where the vehicles are housed on the platforms have projections, like a flange in the upper part of their profile, on which the platform will be supported. These projections do not disturb the movement of the unit, but they allow the platforms, somewhat wider than this, to rest on them.

The maneuver to deposit a vehicle would be as follows: the unit, from the aisle tracks or from the shifting unit, enters the gap with the scissors slightly deployed to facilitate that the platform is slightly raised from the projections, without it resting in these. Once the platform is located, the scissors are contracted, with the effect that the platform rests on the projections and is released from the supports that it was holding on the body of the unit. In this situation, the unit backs up to position itself in the aisle, leaving the platform (and, where appropriate, the vehicle) in the gap.

The entry and exit of vehicles in the car park, in the event that it is through a hatch, is treated as the transfer from one level to another.

By means of this embodiment, a car park is constituted by a simple road infrastructure through which units pass that can move throughout its space (as long as they find a free gap between corridors in the event that these are loaded with vehicles), regardless of the size that In other words, its units can be concentrated where the most demand is generated, being able to service as many hatches as necessary.

The system, by its very nature, is redundant, allowing easy implementation to ensure continuity of service.

Fourth embodiment: open pit mine (figures 22 to 28). In this embodiment, the trucks that transport the material are replaced by a system of tracks on which units with wagons travel.

In this embodiment, the two support groups are not placed in the same plane, and in running order they support on two levels of tracks when the wagons are loaded (the two lower ones) and suspended from one (the upper one) when they go from empty, contracting the mobile support group enough to clear the track immediately below, facilitating a higher traffic density (figure 28).

In this case, for its description, double cylinder telescopic actuators have been chosen to move the mobile support group, leaving the level change sequence described in figures 22 to 26, with figure 27 showing the unit with the mobile group fully contracted when driving back, without load.

It is a road system that descends to the bottom of the mine perpendicular to the terraces. Each bed has a module that is assembled as the exploitation of the mine descends one level.

The proposed system enables high productivity without resorting to the gigantism of the operating machinery. It also improves the safety of the exploitation and facilitates, by prolonging the road beyond the mine, the distribution of the material for its treatment and its subsequent rehabilitation.

Fifth embodiment: STS port crane and gantry crane (figures 29 to 35). The present embodiment transforms STS gantry and gantry cranes into road structures through which units pass on which winches are mounted to transport containers and other loads. The boom of the crane is transformed into a two-level road system (figures 30 and 31), in this embodiment with a gap between tracks slightly greater than 12 m. (although it could be less with a “spreader” or telescopic winch or / and with turning capacity). Units without load transit through the upper level and with the load through the lower level, creating a loop in which numerous units can circulate without interfering with each other (figure 29).

In the present embodiment, units have been chosen with a winch suspended in the lower part and the mobile support group formed by scissors that rise over it (Figures 32 and 33).

The procedure for moving between levels of tracks is the same as in the other embodiments, the propellant being only the fixed support group.

Figure 29 shows the system with 6 units, which may be loading or unloading the ship. Admitting that they are unloading, two unloaded units move along the upper level of the boom tracks once they have unloaded the containers to reach the positions where they will have to pick up new cargo, two others are lifting the containers from the ship supported on the lower level tracks and two others, also on the lower track level, are at the rear of the boom unloading containers.

As as many units as required can pass through the boom, the time it takes to move the load to the dock to reload another container is not critical. In this way, you can work in tandem with another gantry crane and leave the containers directly in the yard, multiplying productivity by saving racking (figures 34 and 35).

The system is complemented with a vertical track matrix in the place deemed appropriate so that the units can ascend and descend from the boom, as well as another matrix that acts as the unit depot.

The units, as they are not imprisoned in the crane, can be of different types depending on their purpose, with those of interest being active at all times.

The system installed in a gantry crane (figure 36) does not differ substantially from the system proposed for an STS crane.

Claims (2)

1. Road system characterized by including intercommunication nodes arranged vertically, allowing these nodes to make additions and detours between different roads or rails by means of vehicle level displacements, executed by their own means. 2. Vehicle, transporter or platform characterized by having two or more support groups that can be supported simultaneously and consecutively on the tracks or rails. At least one of them for locomotion (not necessarily driving). At least one of them mobile, which can be deployed vertically; so that by deploying one or more of them vertically, the unit can move by itself between tracks arranged at different levels as described in claim 1.