WO1991017075A1 - Dispositif de transport - Google Patents

Dispositif de transport Download PDF

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Publication number
WO1991017075A1
WO1991017075A1 PCT/DE1991/000371 DE9100371W WO9117075A1 WO 1991017075 A1 WO1991017075 A1 WO 1991017075A1 DE 9100371 W DE9100371 W DE 9100371W WO 9117075 A1 WO9117075 A1 WO 9117075A1
Authority
WO
WIPO (PCT)
Prior art keywords
distance
car
trolley
carriage
sensor
Prior art date
Application number
PCT/DE1991/000371
Other languages
German (de)
English (en)
Inventor
Rainer Utz
Hans-Jochen Kollek
Christian Sauer
Jochen Schramm
Stefan Reitmeier
Ulrich Mueller
Original Assignee
Robert Bosch 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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO1991017075A1 publication Critical patent/WO1991017075A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23Q—DETAILS, COMPONENTS, OR ACCESSORIES FOR MACHINE TOOLS, e.g. ARRANGEMENTS FOR COPYING OR CONTROLLING; MACHINE TOOLS IN GENERAL CHARACTERISED BY THE CONSTRUCTION OF PARTICULAR DETAILS OR COMPONENTS; COMBINATIONS OR ASSOCIATIONS OF METAL-WORKING MACHINES, NOT DIRECTED TO A PARTICULAR RESULT
    • B23Q7/00—Arrangements for handling work specially combined with or arranged in, or specially adapted for use in connection with, machine tools, e.g. for conveying, loading, positioning, discharging, sorting
    • B23Q7/14—Arrangements for handling work specially combined with or arranged in, or specially adapted for use in connection with, machine tools, e.g. for conveying, loading, positioning, discharging, sorting co-ordinated in production lines
    • B23Q7/1426—Arrangements for handling work specially combined with or arranged in, or specially adapted for use in connection with, machine tools, e.g. for conveying, loading, positioning, discharging, sorting co-ordinated in production lines with work holders not rigidly fixed to the transport devices
    • B23Q7/1442—Arrangements for handling work specially combined with or arranged in, or specially adapted for use in connection with, machine tools, e.g. for conveying, loading, positioning, discharging, sorting co-ordinated in production lines with work holders not rigidly fixed to the transport devices using carts carrying work holders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/002—Control or safety means for heart-points and crossings of aerial railways, funicular rack-railway
    • B61L23/005—Automatic control or safety means for points for operator-less railway, e.g. transportation systems

Definitions

  • the invention relates to a transport device with self-propelled workpiece carriers, hereinafter referred to as car.
  • car Such is known, for example, from EP-OS 285 527. It describes a rail-guided transport system with self-driving carriages that carry the drive and the battery with them. The wagons are guided through an individually designable rail network with processing stations attached to them.
  • the driving control takes place via several sensors and switches attached to the car.
  • This sensor / switch system comprises a forward-facing distance sensor, an inductive sensor mounted in the floor and two mechanical stop switches, one of which is arranged in the floor and the other in the form of a rocker on the front of the car. The front rocker stops the car when it hits another car or an obstacle.
  • the proximity of a stopping point is signaled to the car by means of signal strips attached to the roadway via the bottom sensor.
  • an externally controlled lock which actuates the stop switch located in the floor of the car and thereby stops the car. If there is no control signal from one of the sensors or switches, the car is operated with maximum power.
  • the drive is controlled by an analog control circuit that is connected to the sensors and switches. If the distance sensor detects an obstacle within a fixed minimum distance or the ground sensor detects a signal strip, the analog control circuit initiates a braking process with a predetermined, fixed delay. The braking process is started after the time that would be required to brake the car from the maximum possible speed to the current actual speed. The braking process reduces the speed of the car to a predetermined minimum value. At the crawl speed set in this way, the car continues its journey until the braking condition is released by resetting the lock or removing the obstacle.
  • the fixed acceleration / braking deceleration makes the system unsuitable for the transport of, for example, objects to be kept very still, such as open containers filled with liquid. Very low values for acceleration / braking deceleration would have to be set for such an application.
  • the long braking distances resulting from this make very large safety distances to vehicles traveling in front and very long signal strips necessary before stopping points. In the sense of a fast circulation, however, the greatest possible accelerations and decelerations are desired.
  • the system is too slow for applications which do not allow such large values for acceleration / braking deceleration. Traffic jams, for example at stop points, only dissolve slowly, since a car travels at slow speed as long as the distance sensor detects a preceding car. Likewise, cornering takes place only at crawl speed, since the distance sensor recognizes the outer edge of the curve as an obstacle. If there are two or more carriages at a stop, the following carriage moves at the creep speed when the stop becomes free.
  • a transport device with the features of the main claim has the advantage that a car moves at the highest possible speed at all times. This is made possible by a control device in every car, which has all the driving data of the car supplied via sensors and switching devices at all times. On the basis of the evaluation of the driving data by means of a signal processing system, the control device can always accelerate and brake the car optimally in order to achieve the shortest possible transport time.
  • the measurement of the car mass from the starting behavior is advantageous. This permits wagon operation with the greatest possible accelerations or braking decelerations, taking into account predetermined limit values for acceleration / deceleration depending on the payload. For example, if a car is traveling unladen, it is accelerated or braked with maximum force. If, on the other hand, a car is loaded, for example, with a load to be kept still and correspondingly low limit values for acceleration and deceleration are specified, then it is gently accelerated and braked according to the specified limit values with little force.
  • the adaptation of the safety distance to obstacles to the car speed is provided. This enables a dense sequence of cars.
  • the detection of the change in the distance to obstacles is also advantageously provided. In particular, this allows a quick resolution of car jams.
  • the evaluation of the time sequence of sensor signals in the area of a stop is also expediently provided, which allows the car to recognize its position in front of a stopping point. Moving up to the free stopping point can then take place as quickly as possible.
  • the safety distance to obstacles is advantageously reduced to a value adapted to the curve radius in curves.
  • FIG. 1 shows a schematic illustration of a carriage with the associated carriageway
  • FIGS. 2 to 6 block diagrams and functional diagrams of a control device for a transport device according to the invention
  • FIG. 8 shows the geometry of a carriage in a curve.
  • the transport device consists of a rail network with stations arranged thereon, on which self-controlled workpiece carriers, hereinafter referred to as carriages, move.
  • carriages Such a car is shown schematically in FIG. 1.
  • the cars carry their own drive 12 and their own power supply, for example batteries 51, with them.
  • Each car is also equipped with a control unit that carries out the driving control.
  • Driving commands such as stop points, slow travel areas, charging stations or the like, are received by the car via a plurality of sensors 30, 52, 53 and switching means 54 which interact with the road 55.
  • a first sensor 30 arranged on the front and oriented in the direction of travel of the car is designed as a distance sensor. It is preferably designed as an infrared sensor. Diffuse sensors are also suitable.
  • a second sensor 52 is arranged on the wagon floor side.
  • This sensor 52 is an inductive sensor that detects signal strips 56 attached to the roadway 55, which in particular mark the braking area in front of stopping points.
  • Another switch in the form of a rocker 50 is arranged on the front, it is used to stop the car in the event of an impact with an obstacle.
  • the control device contains a signal processing system 10. It is preferably designed as a microcomputer.
  • the microcomputer 10 controls and coordinates all car functions. For this purpose, it is connected to the drive 12, braking system and the sensors 30, 52, 53 and switches 50, 54.
  • the microcomputer 10 is part of several control loops regulating the driving operation.
  • a first control loop controls the starting and braking behavior of a car.
  • the microcomputer 10 determines the value 19 of the mass or the payload of the car from the starting behavior.
  • the structure of an associated control arrangement is shown in the block diagram, FIG. 2.
  • the starting control shown comprises a standard speed control loop consisting of controller 11, drive 12 and carriage 13.
  • the control variable is speed 15, which is detected by means of a speedometer 29 or another suitable measuring device.
  • a start-up control unit 14 controls acceleration and braking of the car 13. It is included via a summing point 22 connected to the input of the controller 11 and specifies the speed setpoint 16.
  • the start-up control unit 14 receives as input variables the vehicle mass 19 determined by the mass determination unit 17, the instantaneous power provided by the drive 12 and any external control signals 20 present, originating from the sensors 30, 52, 53 or switches 50, 54, such as Example "start” or "stop".
  • a mass determination unit 17 is connected on the output side to the starting control unit 14 and on the input side to the output of the speedometer 29.
  • the memory 18 is connected to the output of the mass determination unit 17 and to the start control unit 14. It also contains an external input via which the limit values for acceleration and start-up 21 can be specified.
  • the memory 18 contains a predefined value for the speed setpoint jump when starting off and the values for the maximum tolerated acceleration or deceleration 21.
  • the values for the car mass 19 determined by the mass determination unit 17 are temporarily stored in the memory 18.
  • the functional elements controller 11, starting control unit 14, memory 18 and mass determination unit 17 are expediently implemented in the microcomputer 10.
  • the core of the arrangement is the determination of the car mass by the mass determination unit 17.
  • the microcomputer 10 carries out this as follows. First of all, the speed setpoint 16 is increased abruptly from the idle state to a small value required for an excitation of the speed control loop. The amount of this jump is stored in the memory 18 as a fixed, predetermined value. If a start-up signal is sent to the start-up control unit 14, the computer 10 retrieves the value from the memory 18 and transmits it to the start-up control unit 14. The car then accelerates with it fixed acceleration until this predetermined speed setpoint 16 is reached. From the time course of the speed increase, in particular from the initial slope of the associated curve in a speed-time diagram, the microcomputer 10 determines the total mass or, after subtracting the car mass, the payload mass.
  • FIG. 3 shows an example of the behavior of the speed of a car on an input jump 41 of the speed setpoint 16 with a characteristic time constant T.
  • a suitable estimation method for example the method of the smallest error rate, should be used.
  • the identification is ended at the earliest possible point in time when a residual error is reached.
  • the mass determination unit 17 determines the mass value 19 from the time constant T.
  • the subsequent further acceleration takes place on the basis of the mass value 19 determined.
  • Line 43 shows an example of a possible further course of the speed curve after the mass determination has been carried out.
  • the vehicle mass is determined every time it starts up in a small time interval after the start signal which sets the vehicle in motion.
  • the value 19 intended for the mass is simultaneously transmitted to the starting control unit 14 and stored in the memory 18.
  • the starting control unit 14 then carries out the further acceleration process until the final speed is reached on the basis of the determined vehicle mass 19 and taking into account the maximum permissible acceleration / deceleration limit values 21. These are predetermined according to the type of goods to be transported and stored in the memory 18. For example, if workpieces to be kept very still are transported, expediently low limit values for the acceleration / deceleration are specified.
  • the mass value 19 stored in the memory 18 is repeated used. The braking process takes place, as does the starting, taking into account the vehicle mass 19 and the predetermined deceleration limit value 21.
  • a second control arrangement realized with the inclusion of the microcomputer 10 has the effect that the distances between two successive carriages are kept to a minimum and that braking is performed precisely in front of an obstacle recognized by the distance sensor 30.
  • the critical distance to an obstacle the undershoot of which triggers a braking operation, is changed in accordance with the current car speed.
  • the associated arrangement and its function is described using the block diagram, FIG. 4.
  • the main component of this arrangement is an evaluation unit 25 contained in the microcomputer 10, which specifies a distance threshold value 27, the shortfall of which triggers a braking operation.
  • the evaluation unit 25 is connected to a comparator block 26 which compares the threshold value 27 output by the evaluation unit 25 with the actual value of the distance 31 supplied by the distance sensor 30.
  • the comparator block 26 acts on the drive 12 via the start control unit 14.
  • the speed signal 15 emitted by the speedometer 29 is fed to the evaluation unit 25 as an input signal.
  • the evaluation unit 25 is also connected to the memory 18, from which it takes the respective current value for the carriage mass 18, as well as the limit values for the acceleration / deceleration 21 stored there.
  • the memory 18 contains data relating to the carriage dynamics 22 and the characteristic curve of the distance sensor 24, to which the evaluation unit 14 has constant access.
  • the evaluation unit 25 determines a distance threshold value 27, which corresponds to the minimum distance within which a car in front of an obstacle is still at a predetermined minimum Locomotion speed, hereinafter called crawl speed, can be slowed down.
  • crawl speed a predetermined minimum Locomotion speed
  • the signal 31 of the actual distance emitted by the distance sensor 30 represents a distance to an obstacle that is greater than the distance specified by the evaluation unit 25 ⁇ threshold 27, the comparator block 26 emits a signal to the starting control unit 14, whereupon the latter triggers a braking process.
  • the evaluation unit 25 reduces the distance threshold value 27 in accordance with the speed 15 that is reduced as a result. The speed 15 is reduced until the distance threshold value 27 defined by the evaluation unit 25 agrees with the value of the actual distance 31 transmitted by the distance sensor 30 . If the car approaches an immovable obstacle, for example, the car is braked to crawl speed.
  • the comparator block 26 Conversely, if the value 31 of the actual distance transmitted by the distance sensor 30 is smaller than the distance threshold value 27, that is to say if the obstacle is removed relative to the car, the comparator block 26 outputs a signal on the basis of which the start-up control unit 14 accelerates the car , until either the distance threshold value 27 and the actual distance 31 match, or the maximum possible speed is reached.
  • the evaluation unit 25 controls a sensitivity circuit 32, by means of which the sensitivity of the distance sensor 30 can be adjusted.
  • the upper limit of the distance measuring range, which is detected by the distance sensor 30, changes in accordance with the sensitivity of the distance sensor 30.
  • the physically effective distance threshold value also shifts in proportion to this change, its relative position remaining constant within the measuring range of the distance sensor 30.
  • the distance sensor 30 is connected directly to the start-up control unit 14, and there is no separate comparator block 26. If the distance sensor 30 emits a signal 31 for an obstacle lying within the threshold distance 27, the start control unit 14 triggers a braking of the car.
  • the sensitivity of the distance sensor 30 decreases, which then, at a sufficiently low speed 15, registers the obstacle as no longer lying within the threshold distance 27.
  • This speed 15, at which an obstacle is located exactly at the distance of the threshold distance, is maintained until the obstacle leaves the threshold distance 27.
  • the start control unit 14 then increases or decreases the carriage speed 15 again until the obstacle is again exactly at the threshold distance 27, or until the maximum or the creeping speed is reached.
  • Evaluation unit 25, comparator block 26, start-up control 14 and memory 18 are implemented in microcomputer 10.
  • a diffuse reflection sensor the sensitivity of which is proportional to the supplied feed current, is used as the distance sensor 30, the sensitivity is adjusted by a current regulator.
  • a further function realized by means of the microcomputer and shown on the basis of the block diagram, FIG. 6, evaluates the time behavior of the signal 31 emitted by the distance sensor 30.
  • the sensor signal 31 is recorded periodically, for example at a frequency of 50 Hz, by a scanning device 37 and read into a memory 38.
  • the signal 31 is fed to a distance evaluation unit 35, which is also connected to the memory 38.
  • the distance evaluation unit 35 reads the value stored at the previous sampling time from the memory 38 and compares it with the current distance value. From the difference or the ratio of two such values which follow one another in time, the distance evaluation unit 35 recognizes whether there is an approach to or a distance from an obstacle.
  • the distance evaluation unit 35 inputs a signal to the start control unit 14 , whereupon this accelerates the car. Conversely, the vehicle brakes when approaching an obstacle.
  • the arrangement makes it possible to accelerate or brake a column of cars running one behind the other almost simultaneously. The time for resolving a traffic jam, for example behind a processing station at which only the first carriage of a column is processed, is thereby minimized.
  • a further control device reduces the distance threshold value 27 in monitored areas independently of the signals 31 emitted by the distance sensor 30.
  • Monitored areas are road sections into which a car can only enter if the relevant section is free, in particular curves .
  • the distance sensor 30 since it is directed in the direction of travel, recognizes the surrounding area of the road, for example a protective screen, as an obstacle and thereby triggers a braking of the car.
  • the geometry of this arrangement is illustrated in a top view in FIG. 8. Such braking operations are generally undesirable.
  • the sensitivity of the distance sensor 30 and thus the threshold for triggering a braking process is therefore reduced to a predetermined, small value of, for example, r / 2 when driving through curves, where "r" is the outer radius 44 of the curve.
  • the evaluation circuit 25 is switched off for the duration of the journey in the monitored area and the threshold value 27 is set to a fixed, predetermined value.
  • the signal that a monitored area is passed through is given to a car by markings 43, 45, which are each arranged before and after a monitored area in the carriageway.
  • the markings 43, 45 activate, when a car passes over them, the track sensors 53, which are arranged on the bottom of the car and consist of at least two individual sensor elements, and transmit a preferably digitally coded signal. If the coded signals occur in a sequence that is not possible in terms of system technology, they are ignored.
  • the evaluation unit 25 has a coding that monitors it Area signals, it reduces the distance threshold 27 of the distance sensor 30 to a predetermined value, which is expediently dependent on the curve geometry, regardless of the speed and load of the car. This measure enables a faster passage through curves.
  • a further embodiment of the invention permits the rapid advancement of several cars standing one behind the other in a stop.
  • a stop point is signaled to a moving car by a signal strip 56 on the roadway via the inductive sensor 52 on the bottom.
  • the length of the signal strips 56 in front of the stopping points is the same in each case, the associated value is stored in the starting control unit 25.
  • the car After detection of a signal strip 56, the car therefore knows the remaining distance to the actual stopping point, which is marked by the barrier 58.
  • the stop When the stop is free, the car performs a target braking to the stopping point, where it is stopped by the mechanical lock 58 arranged there, which actuates the switch 54 on the bottom.
  • the microcomputer 10 additionally detects the distance 5 traveled by the car after crossing the beginning of the signal strip, so that the microcomputer 10 knows at any time the remaining distance to be traveled to the stopping point. If, on the other hand, there is already another car in the stop, the distance sensor 30 responds to the car in the stop before reaching the signal strip 56 and triggers a braking operation. If a distance threshold value 27 is specified, which is smaller than the difference between signal strip 56 and car length, the braking process is also triggered by detection of signal strip 56 when another car is already in the stop. In this case, when the threshold distance 27 is reached, the braking process is carried out with a greater braking deceleration.
  • the car performs a target braking on that of Distance sensor 30 detects the rear of the car already in the stop point.
  • the carriage is stopped by the rocker 50 attached to the front of the carriage in the event of an impact on the carriage which is already at the stop.
  • the rocker 50 attached to the front of the carriage in the event of an impact on the carriage which is already at the stop.
  • On the basis of the logical signal sequence - detection of signal strip 56 - stopping of the carriage by front rocker 50 - microcomputer 10 of the carriage which has subsequently been retracted recognizes that the carriage is in a second position in front of a stopping point.
  • the length of the signal strips 56 in front of the stopping points is the same and is known to the microcomputer 10. Because of the path to the stopping point known therewith, known carriage positions and previously known weighing mass, the microcomputer 10 can lead the carriage to a stopping point in an optimal time when it has become free.
  • An associated speed-distance diagram, FIG. 7, shows an example of a speed profile of a car entering the stopping point that has become free from the second position. The distance - labeled s - is plotted as the abscissa. The car first starts with the greatest possible acceleration in order to brake precisely with the greatest possible deceleration to the stopping point.
  • the microcomputer 10 determines the time of the change from accelerating to braking on the basis of the known variables: path to the stopping point, vehicle mass 19 and the maximum permissible values for acceleration / deceleration 21. If necessary, the evaluation unit 25 determining the distance threshold value 27 becomes switched off before the stop. This is useful if both empty and loaded wagons can be in a stop, and at the same time a low acceleration limit is specified, so that a loaded wagon only moves slowly out of a stop. By moving up quickly, the changing times of cars at a stop can be minimized.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Heart & Thoracic Surgery (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

Le dispositif de transport proposé, comprenant des véhicules à déplacement autonome porteurs de pièces, constitués par des wagonnets, et un réseau de rails à ramifications, vise à obtenir des durées de transport aussi courtes que possible. A cet effet, les informations relatives au déplacement et les signaux extérieurs sont enregistrés par l'intermédiaire de détecteurs (30, 52, 53)) et de moyens de connexion (50, 54) et transmis à un micro-ordinateur (10). Le micro-ordinateur est relié à un organe-moteur (12) et à un dispositif de freinage, et accélère, ralentit, et éventuellement propulse le wagonnet, de manière à avoir une durée de transport aussi courte que possible. Afin d'obtenir des accélérations/ralentissements aussi élevés que possible, le micro-ordinateur (10) calcule, à partir du comportement au démarrage d'un wagonnet, sa masse momentanée. En adaptant l'axe de réponse (27) du détecteur d'écartement (30) à chaque situation de fonctionnement, il est possible d'obtenir une succession dense des wagonnets. Une exploitation en fonction du temps, des signaux (31) transmis par le détecteur d'écartement (30) au micro-ordinateur (10), permet d'obtenir une accélération à peu près simultanée de plusieurs wagonnets qui se suivent. A partir d'une logique de succession, en fonction du temps, des signaux de déplacement et de commande parvenant au micro-ordinateur (10), ce dernier calcule l'emplacement d'un wagonnet dans un embouteillage, devant un point d'arrêt.
PCT/DE1991/000371 1990-05-08 1991-05-04 Dispositif de transport WO1991017075A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19904014700 DE4014700C2 (de) 1990-05-08 1990-05-08 Transportvorrichtung mit einem Werkstückträger
DEP4014700.2 1990-05-08

Publications (1)

Publication Number Publication Date
WO1991017075A1 true WO1991017075A1 (fr) 1991-11-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1991/000371 WO1991017075A1 (fr) 1990-05-08 1991-05-04 Dispositif de transport

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EP (1) EP0483307A1 (fr)
DE (1) DE4014700C2 (fr)
WO (1) WO1991017075A1 (fr)

Cited By (1)

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CN110589387A (zh) * 2019-08-01 2019-12-20 郴州远大住宅工业有限公司 综合运输车自动对准装置和方法

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DE19840363A1 (de) * 1998-09-04 2000-03-09 Heron Sondermaschinen Und Steu Werkstückträger für ein Transfersystem
DE10360089B3 (de) 2003-12-20 2005-05-25 Rag Ag Schienengeführtes Transportsystem
DE102004045585A1 (de) * 2004-09-17 2006-04-06 Vehico Gmbh Einrichtung und Verfahren zur Gewinnung von Meßwerten zur Ermittlung von fahrdynamischen Größen von Fahrzeugen
RU2671431C1 (ru) * 2017-04-26 2018-10-31 Павел Евгеньевич Лопаткин Электрическая транспортная система

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FR2231552A1 (fr) * 1973-05-31 1974-12-27 Electronic Machine Control Sal
EP0015581A2 (fr) * 1979-03-12 1980-09-17 Axel De Broqueville Moyen de transport comprenant une pluralité d'éléments de transport individuel successifs
GB2085191A (en) * 1980-10-08 1982-04-21 Plasser Bahnbaumasch Franz A railway track tamping machine
US4669047A (en) * 1984-03-20 1987-05-26 Clark Equipment Company Automated parts supply system
EP0242177A2 (fr) * 1986-04-14 1987-10-21 Transfer Technologies, Inc. Système transporteur commandé par ordinateur

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CH631939A5 (en) * 1980-12-31 1982-09-15 Oehler Wyhlen Lagertechnik Owl Method and device for controlling load transfer apparatuses.
FR2611557B1 (fr) * 1987-03-04 1994-02-25 Teissier Etienne Machine de transfert libre a chariots independants et motorises
DE3722524A1 (de) * 1987-06-06 1988-12-22 Krause Johann A Maschf Fertigungsstrassen sowie verfahren zur fertigung von werkstuecken auf derselben

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Publication number Priority date Publication date Assignee Title
FR2231552A1 (fr) * 1973-05-31 1974-12-27 Electronic Machine Control Sal
EP0015581A2 (fr) * 1979-03-12 1980-09-17 Axel De Broqueville Moyen de transport comprenant une pluralité d'éléments de transport individuel successifs
GB2085191A (en) * 1980-10-08 1982-04-21 Plasser Bahnbaumasch Franz A railway track tamping machine
US4669047A (en) * 1984-03-20 1987-05-26 Clark Equipment Company Automated parts supply system
EP0242177A2 (fr) * 1986-04-14 1987-10-21 Transfer Technologies, Inc. Système transporteur commandé par ordinateur

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110589387A (zh) * 2019-08-01 2019-12-20 郴州远大住宅工业有限公司 综合运输车自动对准装置和方法
CN110589387B (zh) * 2019-08-01 2024-01-02 郴州远大住宅工业有限公司 综合运输车自动对准方法

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Publication number Publication date
DE4014700C2 (de) 1993-12-23
DE4014700A1 (de) 1991-11-14
EP0483307A1 (fr) 1992-05-06

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