WO1992021600A1

WO1992021600A1 - Folding device

Info

Publication number: WO1992021600A1
Application number: PCT/EP1992/001146
Authority: WO
Inventors: Herbert Blum; Gerhard FÖLLER; Ulf Breckel
Original assignee: Krauss U. Reichert Gmbh + Co. Kg Spezialmaschinenfabrik
Priority date: 1991-06-01
Filing date: 1992-05-22
Publication date: 1992-12-10
Also published as: DE4118087A1; EP0541755A1

Abstract

A folding device (10) for fabric webs (16, 18, 28) has a folding table (12), a folding carriage (22) that can be moved by a drive (32)in relation to the folding table and a folding carriage control (46) that allows the drive to be controlled in such a way that the folding carriage can be moved in a displacement zone (30) between two fixed end positions (26, 28) in relation to the folding table, whereas its speed (v) can be reduced in function of a slowing down ramp (92) when it approaches the end positions. In order to improve such a device so that the folding carriage cannot go beyond the end positions at a significant speed, the folding carriage is provided with an emergency bring system (94) and a safety control (50) determines independently from the folding carriage control the real speed of the folding carriage in the area of the slowing down ramp, before the carriage reaches the respective end positions, compares the real carriage speed (v) with a predetermined maximal value (v1-v4) and actuates the emergency braking system when the maximal value is exceeded.

Description

Laying device

The invention relates to a laying device for material webs, comprising a laying table, a laying carriage which can be moved relative to the laying table by means of a drive, and a laying carriage control with which the drive can be controlled such that the laying carriage is fixed in one between two relative to the laying table arranged end positions lying driving range is movable and reduces its travel speed according to its braking space when approaching each end position.

The problem with such laying devices is that an error in the laying carriage control, for example also an error in the programming of the same or a failure of a sensor assigned to the laying carriage control, leads to the laying carriage control not using the braking ramp at the desired location. but, for example, lets the laying carriage continue to travel at full speed in the direction of the respective end position. This leads to damage to devices arranged behind the end positions, for example catcher devices or similar devices, and also to accidents with operators, who expect the laying carriage to stop at the respective end positions. The invention is therefore based on the object of improving a laying device of the generic type in such a way that the laying carriage cannot move beyond the respective end positions at a significant speed.

This object is achieved according to the invention in a laying device of the type described in the introduction in that the laying carriage has an emergency braking device and in that a safety control is provided which, independently of the laying carriage control in the area of the braking ramp, before the respective end position has been reached, the actual traveling speed of the laying carriage determined, compared with a predetermined maximum value and actuates the emergency braking device when the maximum value is exceeded.

This additional safety control, which is provided independently of the laying carriage control and detects the traveling speed of the laying carriage, allows an additional and reliable safety measure to be installed in a simple manner.

A further advantage is particularly to be seen in the fact that the concept of the safety control according to the invention, which compares the travel speed with a maximum value, creates the possibility to operate the laying trolley optimally with the laying trolley control and thus, in particular, in terms of time to drive an optimized laying program, on which the safety control has no influence. In particular, the maximum value given to the safety controller can be selected such that the speed of the laying carriage is below this maximum value when operation is optimized.

It is particularly expedient if the maximum value can be variably specified by appropriate devices, so that when a program of the laying carriage control is changed, this maximum value can also be adjusted at the same time.

The laying device according to the invention can be used advantageously in particular if the laying carriage control is freely programmable and there is therefore also a risk of a programming error, which would cause the laying carriage to pass over the end positions. In this way, programming errors which can lead to damage and accidents, in particular with the laying device according to the invention, can also be eliminated with regard to these effects.

The solution according to the invention could in principle be designed in such a way that the safety controller ascertains an average traveling speed of the laying vehicle over a predetermined distance, for example a partial area of the braking ramp, and compares this with the maximum value. However, a solution is particularly advantageous in which the safety controller determines the traveling speed of the laying carriage at a foremost measuring point fixed in the table in the driving area before the respective end position. This makes it possible to recognize that a maximum value has been exceeded very quickly and to actuate the emergency braking device correspondingly quickly and thus to initiate emergency braking as early as possible. It is advantageous if the foremost measuring point is arranged at a distance from the end position that is greater than or equal to a braking distance of the laying carriage that can be achieved with the emergency braking device at the maximum value of the speed. This choice of the foremost measuring point does not guarantee that the speed of the laying car in the end position is zero in any case, but it ensures that in the worst case the speed of the laying car is far below its maximum speed.

It is even better, however, if the foremost measuring point is arranged at a distance from the end position that is greater than or equal to a braking distance of the laying carriage that can be reached with the emergency braking device at its maximum speed. This choice of the foremost measuring point ensures that the laying carriage is most likely decelerated from the emergency braking device to zero speed in the end position, only in the case where the speed of the laying carriage at the foremost measuring point is above its maximum speed. it would only be possible to brake the laying car to a speed greater than zero.

It is even better, however, if the safety controller not only determines the travel speed of the laying vehicle at the foremost measuring point, but if the safety controller determines the traveling speed of the laying vehicle at least one more time before reaching the respective end positions and with a predetermined one for each determination Compares maximum value. With such a conception of such a safety control, the brake ramp can be maintained by the laying carriage control Monitor in much more detail and ensure in particular that during the stretch during which the laying carriage control should maintain the braking ramp, the laying carriage no longer accelerates, whereas only when the speed at the foremost measuring point is detected after passing through the laying carriage again due to a fault could accelerate in the laying carriage control or in a sensor of the laying carriage control.

Also in the further determination of the travel speed, it is advantageous if the determination of the travel speed, carried out at least one more time, takes place at a further measuring point fixed in the table in the driving area, in the same way as the determination of the driving speed at the foremost measuring point.

An advantageous embodiment of the laying device according to the invention provides that the further measuring point is placed so that its distance from the assigned end position is greater than or equal to a braking distance of the laying carriage that can be achieved with the emergency braking device at the maximum value of the speed for the previous measuring point. This criterion makes it possible to place the further measuring points ever closer to the end position and thus to be able to monitor the adherence to the braking ramp ever closer to the end position and at the same time to have a sufficient braking distance for the laying carriage, since it can be assumed that after passing the previous measuring point the laying carriage no longer accelerates so much that the maximum value assigned to the previous measuring point is exceeded becomes. If this is the case, the laying carriage is not braked to the end position at zero speed, but the remaining speed is so low relative to the maximum speed of the laying carriage that considerable damage or serious accidents can be excluded.

As soon as a determination of the speed and a comparison with a respective maximum value is to take place at several measuring points, the problem arises of how the safety controller can distinguish different measuring points. An advantageous embodiment provides that the safety controller recognizes different measuring points based on their sequence and the direction of travel. This is the simplest possibility, although it must be taken into account that the sequence of the measuring points must always remain the same.

In order to be able to carry out a comparison with a maximum value at the individual measuring points as quickly as possible, provision is advantageously made for the safety controller to provide the maximum speed for the next comparison after determining the actual speed of the laying carriage in the comparison with the maximum value. so that this can be carried out immediately at the respective measuring point.

In principle, the safety control of the laying device according to the invention could work with data that are already present in the laying carriage control, that is to say, for example, with position data that the laying carriage control determines via a sensor system assigned to it Has. For reasons of safety, however, it is advantageous if the safety controller works with signals from an assigned sensor system, that is to say does not access data that were calculated by the laying carriage controller from signals from a sensor system, since errors occurring during such a conversion can be eliminated .

The safety controller could then still be designed in such a way that it accesses the sensor system of the laying carriage controller. It is even more advantageous, however, if the sensor system assigned to the safety controller is independent of a sensor system assigned to the laying carriage control, since then a failure of the sensor system of the laying carriage control, which could be responsible for the failure to comply with the braking ramp, does not also have an influence at the same time on the safety control.

In order to be able to distinguish several measuring points from one another with the laying device according to the invention, it is advantageously provided that the safety controller distinguishes several measuring points by evaluating combinations of components of the signals of the sensor system. This means that when certain combinations of components of the signals occur, the safety controller recognizes which measuring point will be the next and is thus able to distinguish the measuring points from one another. In addition, it is advantageous if the safety controller detects the direction of travel of the laying carriage by evaluating combinations of components of the signals of the sensor system, and in this case too, given certain components of the safety controller, it is specified that these only occur when the laying carriage travels in one direction or the other.

A particularly advantageous exemplary embodiment of a laying device according to the invention provides that the safety controller has a sensor system which indicates a position of the laying carriage relative to the laying table via a position signal. With this position signal, the safety controller is able to recognize its specified measuring points and to determine the speed of the laying carriage at these measuring points. The speed of the laying carriage can be determined in a wide variety of ways. It would be conceivable in one embodiment that the safety controller has a tachometer generator which delivers a signal proportional to the speed. For reasons of simplicity and reliability, however, it is advantageous if the safety controller determines a time period between two position signals of the sensor system in order to determine the actual travel speed, so that the position signals can be used not only to identify the measuring points, but also simultaneously to determine the travel speed of the laying vehicle. The sensor system is preferably constructed such that two at the measuring point which can be fixed on the table Successive position signals can be generated at a time interval corresponding to the traveling speed of the laying car, so that the speed of the laying car is determined at a measuring point which is fixed relative to the laying table.

The sensor system advantageously has at least one sensor and a marker for generating the two position signals. It is even more advantageous if the sensor system for generating the two position signals has two position sensors which, for example, detect a marking.

The markings can be constructed in a wide variety of ways. In the context of the present invention, a simple solution provides that the marking allows a position sensor to pass from one state to the other, that is to say that the marking itself is not defined by the fact that the position sensor has a specific state, but rather that the marking is defined by the transition from one state of the position sensor to the other, whereby a better spatial resolution can be achieved.

The position signals are preferably selected such that each of the position signals represents a switching edge of one of the position sensors on the marking.

With the detection of the position signals, it would basically be possible to recognize the desired measuring point with the safety controller and to determine the traveling speed of the laying vehicle at this measuring point. However, it is even more advantageous if the In addition to the position signal, the safety controller detects a static status signal of each sensor, so that it can also be recognized, for example, whether a sensor is working in the desired manner before and after the marking.

In order, in particular, to be able to recognize different markings, in an advantageous exemplary embodiment of the laying device according to the invention it is provided that the safety controller distinguishes different markings by jointly detecting the switching edge and the status signal.

In addition, an improved version of the safety controller provides that it has an edge detection unit for distinguishing between rising and falling switching edges. In particular, this additional information provides the possibility for the safety controller to differentiate between different measuring points by means of the edge detection unit, with the static status signal of the sensors also advantageously being used.

Because of the rising and falling switching edges of the sensors and the status signals, the safety controller preferably detects the direction of travel of the laying carriage, that is to say whether the laying carriage travels to the left or right end position.

The arrangement of the markings has not been specified in the exemplary embodiments described so far. An advantageous exemplary embodiment provides that the marking is arranged fixed to the table at a distance from the end position and defines the measuring point arranged fixed to the table with its position. Well, especially with one Laying device with freely programmable laying carriage control and in particular freely programmable end positions to be able to set the markings accordingly is advantageously provided that the marking is arranged on a support which can be displaced on the laying table, the carrier in particular being held mechanically displaceable on the laying table, for example in predetermined positions or also continuously shiftable into the desired position.

A preferred embodiment of the solution according to the invention provides that the marking is formed by an edge of a safety edge. In particular when several markings are to be provided, it is provided that distinguishable markings are formed by a start edge and an end edge of the switching strip.

No details have so far been given with regard to the type of the position sensors of the sensor system, in particular two. For reasons of simplicity of construction, in particular, it is advantageously provided that the two position sensors of the sensor system run through the same query path and detect the same marking.

In order to be able to recognize the direction of travel with certainty and also to be able to distinguish several measuring points from one another, the sensor system is advantageously provided with a third position sensor which runs through a query path. The safety controller is preferably designed such that it differentiates position signals of different measuring points with a position signal from the third sensor. In addition, the safety controller preferably also detects a status signal from the third sensor in order to be able to check whether the laying carriage is in the area of the left or right end position.

All in all, the safety controller is thus able to use the status signal and the position signal of the third sensor to differentiate between different measuring points and different end positions.

No details have so far been given regarding the type of sensors. For example, it would be possible for the position sensor to be an optical sensor that recognizes an optical marking.

However, it is even more advantageous, in particular to avoid contamination problems, if the position sensor is an inductive sensor. In this case, the marking is advantageously formed by a metal / non-metal transition which can be detected by the sensor.

To prevent the safety control according to the invention from failing due to failure of one of the position sensors or other incorrect switching operations, the safety control fails and does not recognize that the traveling speed of the laying vehicle exceeds a maximum value at the predetermined measuring points, the safety control is provided with a sensor test unit , which checks the combinations of occurring components of the sensor signals of the sensor system for unauthorized combinations and actuates the emergency braking device if there is one. In particular, it is advantageous if the safety controller has a sensor test unit which checks the rising and falling switching edges recognized by the safety controller and the static status signals of the position sensors for combinations which are not permitted due to the markings and, if such a combination is present, the emergency braking device operated.

In the exemplary embodiments of the laying device according to the invention described so far, the safety control operates completely independently of the laying carriage control. In order to be able to check at the same time, for additional safety, whether the safety control of the laying carriage originates from the same direction of travel as the laying carriage control, it is advantageously provided that the safety control evaluates a direction signal from the laying carriage control.

In addition, it is preferably expedient if the sensor test unit also uses the direction signal of the laying carriage controller and checks whether the combinations of the direction signal with the positive or negative switching edges and the static status signals of the position sensors are permissible.

Further advantages and features of the laying device according to the invention result from the following and the drawing of an exemplary embodiment of a laying device. The drawing shows:

1 shows a schematic side view of an exemplary embodiment of the laying device according to the invention; Fig. 2 shows a comparative representation

a partially enlarged side view in the area of the left end position in FIG. 2a

the course of signals S1, S2 and S3 from the sensors in FIG. 2b

and the course of the braking ramp and the position of predetermined maximum values in FIG. 2c;

3 shows a block diagram of a safety controller according to the invention;

4 shows a schematic circuit diagram of a pulse shaper stage;

5 shows a schematic circuit diagram of a flank detection stage;

6 shows a schematic circuit diagram of a sensor test unit;

7 shows a schematic circuit diagram of a side recognition for the left side;

8 shows a schematic circuit diagram of a side recognition similar to FIG. 7 for the right side;

9 shows a schematic circuit diagram of a speed selection circuit for low speeds; 10 shows a schematic circuit diagram of a speed selection circuit for high speeds;

11 shows a schematic circuit diagram of a speed setting circuit;

12 shows a schematic circuit diagram of a speed comparison circuit;

13 shows a schematic circuit diagram of an evaluation circuit;

14 is a schematic circuit diagram of a stop circuit;

15 is a representation of a course of signals detected by the safety controller over a time axis when a left end position is approached by the laying carriage and the laying carriage moves away from the left end position.

An exemplary embodiment of a laying device according to the invention, designated as a whole by 10, comprises a laying table designated by 12, on the table surface 14 of which a fabric web designated as a whole by 16 can be laid out in the form of individual layers of fabric 18, preferably to form a fabric layer package 20.

On this laying table 12, a laying carriage, designated as a whole with 22, can be moved in the laying direction 24, which coincides with the longitudinal direction of the laying table 12, and to be precise between two end positions 26 and 28 which can be determined relative to the laying table 12, depending on the fabric layer package 20 to be designed, the end position 26 representing the left end position and the end position 28 representing the right end position.

To move the laying carriage 22 in the travel area 30 lying between the end positions 26 and 28, the laying carriage 22 is provided with a drive 32 which drives a roller 36 or a pair of rollers of the laying carriage 22, for example via a belt drive 34.

A second pair of rollers 38 of the laying carriage 22 can be free-running or also driven.

To lay out the fabric sheet 16, it is wound up on a fabric roll 40 and is drawn off from the fabric roll 40 via a setting unit 42 of the laying carriage 22 and fed to a laying unit 44, from which the fabric sheet 16 starts in the form of the respective fabric layer 18 on the laying table 12 is interpreted.

•

To control the movement of the laying carriage 22 in the driving area 30, a laying carriage controller 46 is provided, which controls the drive 32 directly and which, for example, can be programmed so that the end positions 26 and 28 can be variably fixed on the laying table 12.

For this purpose, a positioning sensor 48 is preferably assigned to the laying carriage control 46, which detects the position of the laying carriage 22 relative to the laying table 12, for example by detecting the rotation of the roller 38, which is particularly possible by means of a gearwheel. In order to prevent the end positions 26 or 28 from overflowing in the event of a failure of the displacement sensor 48 or a program or a programming error in the laying carriage control 46 of the laying carriage 22 and thereby damaging devices arranged behind them or endangering operating personnel, the laying device according to the invention is provided with a safety control 50, which has its own sensor system which is independent of the displacement sensor 48 of the laying carriage control 46, the sensor system having a sensor head 52 and the marking arrangements 54 and 56 assigned to the end positions 26 and 28.

The marking arrangements 54 and 56 are arranged, for example, on one of the two opposite longitudinal end faces 58 of the table 12 and each include a marking carrier 60 with marking strips 62, 64 and 66 arranged thereon.

The sensor head 52 further comprises a first sensor 68, a second sensor 70 and a third sensor 72.

The sensor head 52 held on the laying carriage 22 can be moved in front of the longitudinal end face 58 of the laying table 12 when the laying carriage 22 is moved in the laying direction 24, specifically so that the sensors 68, 70 and 72 overflow the marking arrangements 54 and 56. The first sensor 68 and the second sensor 70 move on a common query path 74, which in this case is the upper query path, while the third sensor 72 moves on a query path 76 which runs parallel to the query path 74 and which is the lower query path is. Furthermore, in the marking arrangements 54 and 56, the marking strips 62 and 64 are arranged one behind the other in such a way that the interrogation path 74 runs over them, while the marking strip 66 is arranged in such a way that the interrogation path 76 runs over them.

As shown in the example of the marking arrangement 54 assigned to the left end position 26 in FIG. 2, the marking strips 62 and 64 are preferably of the same length and are arranged such that an intermediate space 78 remains between them which is at least equal to the length of the marking strips 62 and 64 is. The marking bar 64 is facing the end position 26, while the marking bar 62 is arranged on the side of the marking bar 64 facing away from the end position 26. The marking strips 62 and 64 are arranged for example made of metal and on the non-metallic marking carrier 60 and form marks with their edges.

An edge 80 of the marking bar 64 facing the end position 26 represents a first marking, while an edge 82 facing away from the end position 26 represents a second marking. Likewise, an edge 84 of the marking bar 62 facing the end position 26 represents a third marking and an edge 86 of the marking bar 62 facing away from the end position 26 represents a fourth marking. The four markings represented by the edges 80, 82, 84 and 86 simultaneously define four measuring points M1, M2, M3 and M4 at which the safety controller 50 carries out a speed measurement. The measuring points Ml, M2, M3 and M4 are arranged so that a distance AI or A2 or A3 or A4 from the end position 26 of the successive measuring points Ml, M2, M3 and M4 from measuring point to measuring point becomes larger (Fig. 2a ).

Furthermore, the marking bar 66 is arranged in such a way that its left edge 88 coincides with the end position 26, while its right edge 90 lies between the measuring points M2 and M3 and represents a fifth marking M5, which, however, is not on the query path 74 like the first four Markings, but is located on query track 76.

The position of all the markings encompassed by the marking arrangement 54 is selected such that they lie in the course of a braking ramp 92 (FIG. 2c), in the course of which the traveling speed V of the laying carriage 22, when approaching the end position 26, is of a maximum speed VM reduced to zero speed. In the simplest case, the braking ramp 92 is designed such that it represents a linear drop from the speed VM to zero speed. The drive 32 is controlled by the laying carriage controller 46 in accordance with this braking ramp, so that it reduces the traveling speed V of the laying carriage in the laying direction when approaching the end position 26.

The safety controller 50 now works in such a way that maximum values VI to V4 can be specified for each of the measuring points M1 to M4. When the laying carriage 22 approaches the end position 26, the safety controller now checks at the measuring point M4 whether the actual speed V of the laying carriage 22 in the area of the braking ramp 92 is below the maximum value V4, and subsequently checks it at measuring point M3 Safety controller 50 as to whether the actual speed V of the laying carriage 22 is below the maximum value V3, at the measuring point M2, whether the actual speed V is below the maximum value V2, and at the measuring point M1, whether the actual speed V of the laying carriage 22 is below the maximum value VI lies. If the actual speed V is in each case below these maximum values V4 to VI, then the safety controller 50 allows the laying carriage 22 to continue to move unaffected by the laying carriage controller 46.

However, if the actual speed V at one of the measuring points M1 to M4 is above the maximum value VI to V4 assigned to this respective measuring point, the safety controller 50 actuates an emergency braking device 94 which, as shown in FIGS. 1 and 2, for example on the driven roller 36 acts and is so dimensioned that, despite the drive 32 running, it is able to brake the laying carriage 22. The emergency braking device 94 preferably comprises a correspondingly large-sized mechanical brake with a corresponding electrical actuation device which is controlled by the safety controller 50.

The distances AI to A4 of the measuring points Ml to M4 are preferably selected as follows:

The measuring point M4 is such that the distance A4 is greater than or equal to the braking distance of the laying carriage 22 when the emergency braking device 94 is effective, assuming that the laying carriage 22 still runs at maximum speed VM when the measuring point M4 is reached. The distance A3 is chosen. that it is greater than or equal to the possible braking distance of the laying car 22, assuming that it still travels at the measuring point M3 at the speed V4, which is below the speed VM. The distance A2 is selected such that it is greater than or equal to the possible braking distance of the laying carriage 22, assuming that it still travels at the measuring point M2 at the speed V3, and the distance AI is selected such that it is greater or equal the possible braking distance of the laying car 22 is on the assumption that it still travels at the measuring point Ml with the speed V2.

In order to graphically represent the size of the maximum values VI to V4, the speed V of the laying carriage 22 in front of and in the area of the braking ramp 92 is shown over a distance A from the end position 26 in FIG. 2c, and the maximum values VI to V4 are also shown drawn.

In addition, FIG. 2b shows the signals from sensors 68, 70 and 72, assuming that they are inductive sensors that overflow metallic marking strips 62 and 64 and 66.

If the sensor head 52 of the marking arrangement 54 is paralyzed, the second sensor 70 first overflows the right edge 86 of the marking bar 62 which represents this measuring point M4, so that its sensor signal S2 from a static state designated as zero with a rising edge T changes to a static state 1. If the laying carriage 22 continues to run, the first sensor 68 next overflows the right edge 86 of the marking bar 62, so that its sensor signal S1 also from the static one State zero via a rising edge - changes to state 1. Now both sensors 70 and 68 are initially in state 1. When the second sensor 70 then reaches the edge 84 of the marking bar 62, its sensor signal S2 changes again to the static signal zero via a falling edge ψ and a short time later this happens same with the signal S1 of the first sensor 68. The same signal sequence then results when the marking bar 64 overflows, so that at the edge 82 the static signal S2 of the sensor 70 in turn changes to state 1 and rises over a rising edge from zero the static signal S1 of the sensor 1 then closes. At the edge 80, the sensor signal S2 of the sensor 70 again changes to the state zero via a falling edge ψ and subsequently the sensor signal S1 of the first sensor 68 also changes to the state via a falling edge ψ Zero over.

The third sensor 72 is arranged such that it then overflows the edge 90 of the marking bar 66 when both the second sensor 70 and the first sensor 68 between the two marking bars 64 and 62 indicate the static signal S2 or S1 equal to zero. When the edge 90 overflows, the third sensor 72 changes in its sensor signal S3 from the zero state via a rising edge - to the 1 state.

If the laying carriage 22 travels backwards from the end position 26 into the end position 28, the signal sequences described above result in the opposite direction, as will be described in detail later in connection with FIG. 15. The safety controller 50, shown schematically in the block diagram in FIG. 3, receives the signals S1, S2, S3 from the sensors 68, 70 and 72 and, in addition to checking the laying carriage controller 46, a direction of travel signal R which, in binary form, drives to the left, that is, in the direction of the end position 26, or travel to the right, that is, in the direction of the travel position 28. The signals S1, S2, S3 and R are first shaped by a pulse shaper unit, designated as a whole by 100, as rectangular signals, in order to avoid interference peaks or to eliminate deformations of these signals due to other interferences. For this purpose, the pulse shaper unit 100 comprises a pulse shaper stage 102, 104, 106 and 108 for each of the signals S1, S2, S3 and R.

At the end of the pulse shaping stages 102, 104, 106 and 108 there are then rectangular-shaped signals (1), (2), (3) and (R).

An edge detection unit 110 is connected to the pulse shaper unit 100 and has three edge detection stages 112, 114 and 116, which in turn recognize edges in the signals (1), (2) and (3).

A sensor test unit 120 is connected to the pulse shaper unit 100 and the edge detection unit 110, the function of which will be described later and which, in the case of impermissible signal combinations, emits a stop signal (ST) to a stop circuit 122, which in turn controls the emergency brake device 94 and actuated when a stop signal (ST) occurs. A speed test unit 124 is also connected to the pulse shaper unit 100 and the edge detection unit 110, which comprises a speed setting circuit 126, a speed comparison circuit 128 and an evaluation circuit 130, the evaluation circuit 130 when the maximum values VI, V2, V3 and V4 are exceeded at the measuring points Ml, M2, M3 and M4, a stop signal (ST) also emits to the stop circuit 122, which in turn then actuates the emergency braking device 94 when a stop signal is present.

To specify a time base, both the edge detection unit 110 and the speed test unit 124 are connected to a clock generator 132, the necessity of which follows from the following detailed description of the individual components of the safety controller 50.

The individual units of the safety controller 50 are structured as follows:

The pulse shaping stages 102, 104, 106 and 108, shown in FIG. 4, are constructed identically, specifically as follows:

An input 200 for the respective signal S1, S2, S3 or R is connected via a resistor 202 to an input 204 of a Schmitt trigger 206, at the output 208 of which the shaped signal (1), (2), (3) or ( R) is output. Furthermore, a resistor 210 branches off between the input 200 and the resistor 202, which is connected to ground. A capacitor 212 lies between an input 204 of the Schmitt trigger and ground. Furthermore, the input 204 of the Schmitt trigger is connected to the positive supply voltage via a diode 214.

The shaped signal (R) is 1 for travel of the laying carriage 22 to the right to the end position 28 and O for travel of the laying carriage 22 to the left to the end position 26.

The edge detection stages (FIG. 5) 112, 114 or 116 are also constructed identically, each individually as follows:

A signal input 300 for the shaped signal (1), (2) or (3) is connected to a D input of a D flip-flop 302. Its output Q is in turn connected via a connecting line 304 to the D input of a further D flip-flop 306, its output Q being connected to an input 308 of an EX-OR gate (EXOR) 310. Each of the D flip-flops 302 and 306 has a clock input 312 and 314, respectively, which is connected to a clock input 316 of the edge detection, via which a clock signal (T) from the clock generator 132 comes.

A line 318 branches off from line 304, which leads to a second input 320 of EX-OR gate 310. An output 322 of the EX-OR gate 310 is in turn connected via a line 324 to an input 326 of an AND gate 328 and to an input 330 of a further AND gate 332. A line 334 branches off from line 318, which is connected on the one hand to a further input 336 of AND gate 328 and on the other hand to an input 338 of an inverter 340, the output 342 of which is connected to a further input 344 of AND gate 332 . The AND gates 328 and 332 each have a further input 346 and 348, both of which are connected via a line 350 to an inverse clock input 352 of the edge detection and receive the inverted clock signal (T).

At an output 354 of the AND gate 328, a pulse (Φ) is output on a rising edge and otherwise no pulse, while on an output 356 a pulse (ψ) is output on a falling edge and no other pulse.

The edge detection unit 110 thus additionally generates a signal pulse for the signals (1), (2) and (3) from the pulse shaper unit 100 when the signals (1), (2), (3) have an edge, respectively depending on whether it is a rising or a falling edge. A signal pulse (1-T), (2-τ) or (3 (1?) Is generated on a rising edge and a signal (lγ), (2ψ) or (3-J-) on a falling edge. T

The sensor test unit 120 shown in FIG. 6 comprises a total of 8 AND gates 400, 402, 404, 406, 408, 410, 412 and 414, the outputs 416, 418, 420, 422, 424, 426, 428, 430 of each are present at an input of an OR gate 432 with a corresponding number of inputs, the output 434 of which leads to the stop circuit 122.

Each of the total of 8 AND gates 400 to 414 has three inputs, the 8 AND gates being combined into two times four AND gates for each direction of travel. The 4 AND gates 400 to 406 each receive the travel direction signal (R) from the pulse shaper stage at one input.

The AND gate 400 receives the static signal (2) of the sensor 70 and the pulse for the rising edge (1-τ) of the sensor 1 at a further input. The AND gate 402 receives the inverted static signal ( 2) of the sensor 70 and the pulse for the falling edge (lψ) of the sensor 68. The AND gate 404 receives at its further inputs the static signal (1) of the sensor 68 and the pulse for the falling edge (2γ) of the sensor 70 and the AND gate 406 receives the inverted static signal (1) of the sensor (68) and the pulse for the rising edge (2 *) of the sensor 70 at its further inputs.

In the same way, the AND gates 408 to 414 are combined and each receive the inverted signal (ϊ-f) at one input. The AND gate 408 receives the static signal (2) of the sensor 70 and the falling edge (ly-) of the sensor 68 at its further inputs. The AND gate 410 receives the inverted static signal (2) of the sensor at its further inputs 70 and the rising edge (1-P) of the sensor 68. The AND gate 412 receives the static signal (1) of the sensor 68 and the rising edge (2Φ) of the sensor 70 and the AND gate 414 at its two further inputs receives the inverted static signal (1) of sensor 68 and the falling edge (2ψ) of sensor 70 at its two other inputs. As soon as a signal (1) is present at all three inputs of one of the AND gates 400 to 414, a signal (1) is also present at their outputs 416 to 430, which is switched through by the OR gate 432 to its output 434 and gives the signal (ST). This means that, for example, when the laying carriage 22 moves to the left to the end position 26 - ie R = 0 or 1 = 1 - the signal combinations (2) = 1 and (lφ) = 1, (2) = 0 and (l) = 1, (1) = 1 and (2 ^) = 1 and (1) = 0 and (2ψ) = 1 are recognized as illegal and - as can be seen from FIG. 2 - combinations which are not possible when the sensor function is correct and are combined Lead stop signal (ST).

The speed specification circuit 126 comprises several elements. One of these elements is side recognition for left-hand drive 450 (FIG. 7). This is made up of an AND gate 452, at the two inputs of which the inverted direction signal (R) and the signal for the rising edge (3) are present. An output 454 of this AND gate is connected to the set input S of a set reset flip-flop 456, the reset input R of which receives the signal for the falling edge (3γ). The signal (LI) for the left side is present at a Q output of the flip-flop 456.

A side detection 460 for the right side (FIG. 8) is constructed in principle the same as the side detection 450 for the left side and comprises an AND gate 462, at the two inputs of which the signal for the rising edge (3 ^) of the sensor 72 and the non-inverted direction signal (R) is present. An exit 464 this AND gate 462 is connected to a set input S of a set reset flip-flop 466, the reset input R of which receives the signal for the falling edge (3 *) of the sensor 72. The signal (RE) for the right side is present at a Q output of the set reset flip-flop.

Furthermore, the speed setting circuit 126 comprises a speed selection circuit 470 for low speeds (FIG. 9), which is made up of two AND gates 472 and 474, the outputs 476 and 478 of which are present at two inputs of an OR gate 480, at the output 482 of which a set Signal (SN) for low speeds arises. Each of the two AND gates 472 and 474 has four inputs, the static signal (3), the signal for the left side (LI), the static signal (2) and the signal for one at the inputs of the AND gate 472 rising edge (l) of sensor 68 and the four inputs of AND gate 474 the static signal (3) of sensor 72, the signal (RE) for the right side, the static signal (1) of sensor 68 and the signal for the rising edge (2-r) of sensor 70.

Furthermore, a speed selection circuit 484 for high speeds is also provided (FIG. 10), which has four AND gates 486, 488, 490 and 492, the outputs of which are each connected to four inputs of an OR gate 494, at the output 496 thereof a set signal (SH) is generated for high speeds. Each of the AND gates 486 to 492 has four inputs, the static signal (3) of the sensor 72, the signal (LI) for the left side and the static signal (1) at the four inputs of the AND gate 486. of sensor 68 and the signal for the rising edge (2τ) of sensor 70 are present. The static signal (3) of the sensor (72), the signal (RE) for the right-hand side, the static signal (2) of the sensor (70) and the signal for the rising are located at the four inputs of the gate 488 Edge (1-r) of sensor 68. At the four inputs of the AND gate 490 are the statically inverted signal (3) from the sensor 72, the signal (R) for driving to the right, the inverted static signal (1) from the sensor 68 and the signal for the falling edge (2-) of sensor 70 on and at the four inputs of AND gate 492 are the static inverted signal (3) from sensor 72, the signal (R) for driving to the left, and the inverted static signal (2) from sensor 70 and the signal for the falling edge (lψ) of the sensor 68 on.

An output stage 498 (FIG. 11) of the speed setting circuit 426 has two AND gates 500 and 502 on the input side, each with four inputs, the inverted static signal (3) of the sensor 72 at the four inputs of the AND gate 500, the direction signal (R), the static signal (1) of the sensor 68 and the rising edge (2 *) of the sensor 70 are present, and the inverted static signal (3) of the sensor 72 the inverted at the four inputs of the AND gate 502 Direction signal (R), the static signal (2) of sensor 70 and the rising edge (rv) of sensor 68 are present. The outputs 504 and 506 of the AND gates 500 and 502 are connected to two inputs of an OR gate 508, which in turn has an output 510 which is connected to a clock input 512 of a D flip-flop with set and reset Input and Q and Q output, designated as a whole by 514, is connected. A set input 516 of this flip-flop 514 is set by the signal (SH) of the speed selection circuit 484 for high speeds and a reset input 518 of the flip-flop 514 by the signal (SN) of the speed selection circuit 470 for low speeds. Furthermore, a D input 520 is connected to a -Q output 522 of this flip-flop 514, which in turn is connected to an input of an AND gate 524 and 526.

A Q output 528 of the D flip-flop 514 is in turn connected to an input of an AND gate 530 and 532. The static signal (3) of the sensor 72 is present at a further input of the AND gates 530 and 524, which is also present at an additional input of the AND gates 526 and 532 via an inverter 534.

A set signal (SV1) for the speed VI is output at an output 536 of the AND gate 524, a set signal (SV2) for the speed V2 at an output 538 of the AND gate 530, and a set at an output 540 Signal (SV3) for the speed V3 and at an output 542 a set signal (SV4) for the speed V4.

With these set signals SV1 to SV4, the speed comparison circuit 128 is given a counter reading corresponding to the selected speed. This specification of the maximum values of the speeds is triggered in each case with the signal combination which, as is evident from the description below, ends the counting process for determining the actual speed V of the laying carriage. It depends on In the direction of travel, the maximum value VI, V2, V3 or V4 is set, which belongs to the next measuring point Ml, M2, M3 or M4 in the respective direction of travel of the laying car. The speed comparison circuit 128 comprises four preselection groups 544, 546, 548 and 550 (FIG. 12), which are driven with the set signals (SV1), (SV2), (SV3) or (SV4) for the speeds VI to V4, whereby when the respective preselection group 544 to 550 is activated, the counter reading that can be set in this preselection group for the corresponding speed is loaded into a down counter 551 when a preset signal (P) is present.

The preset signal (P) arises at an output 552 of an OR gate 554, the four inputs of which are each connected to an output of an AND gate 556, 558, 560 and 562.

The inverted static signal (2) of the sensor 70 and the rising edge (1 *) of the sensor 68 are present at the two inputs of the AND gate 556, and the static signal (2) of the at both inputs of the AND gate 558 Sensor 70 and the falling edge (1-) of sensor 68, at both inputs of AND gate 560, the inverted static signal (1) of sensor 68 and the rising edge (2 * ϊ) of sensor 70 and at both inputs of AND -Gatters 562 the static signal (1) of sensor 68 and the falling edge (2ψ) of sensor 70.

Depending on which of the pre-selection groups 544 to 550 is set by the signals (SV1) to (SV4), the counter 551 loads the counter value set in one of the respective pre-selection groups 544 to 550 when the preset signal (P) is present for the corresponding speed VI, V2, V3 or V4 and counts according to clock signals (T) predetermined by the clock generator 132 via a clock input with the time intervals of these clock signals (T) corresponding to the time intervals backwards, a signal one being present at an output (Z) if the counter reading is still greater than zero or a zero if the counter reading is equal to zero.

The counter reading is evaluated in the following evaluation circuit 130.

The evaluation circuit 130, shown in FIG. 13, comprises four AND gates 600, 602, 604 and 606, the outputs 608, 610, 612 and 614 of which are each connected to four inputs of an OR gate 616, the output 618 of which is a ver forms the same signal, which is present at an input 620 of an AND gate 622, at whose further input 624 the output signal (Z) of the counter 551 is present. An output 626 of the AND gate 622 outputs a stop signal (ST) to the stop circuit 122.

The stop signal (ST) is then output to the stop circuit 122 when the signal 1 is present at one of the outputs 608, 610, 612 or 614 of the AND gates 600, 602, 604 or 606, which means nothing else than if, for example, in the case of the AND gate 604 with a static signal (2) = 1 and a rising edge (1 *) of the sensor 68, and the signal (Z) is greater than zero, that is to say the counter 551, starting from the preset signal (P) up to the point in time at which the above-mentioned conditions exist, has not yet counted down to zero and thus, for example, the time span between the rising edge (2Φ) of the sensor 70 and the rising edge ( IT) of the sensor 68 at the measuring point M4 is smaller than the time period corresponding to the speed V4 and predetermined by the counter reading for V4 in the counter 551. It means that the laying carriage 22 has moved faster at the measuring point M4 than the predetermined maximum value V4, so that the stop signal (ST) is generated according to the invention. If the laying carriage 22 travels at the measuring point M4 at a speed V which is lower than V4, the counter 551 has counted to zero until the rising edge (IT) occurs, so that (Z) = 0 and no stop signal (ST) can be delivered.

The stop circuit 122, shown in FIG. 14, comprises an OR gate 700 on the input side with two inputs 702 and 704, the output 434 with the signal (ST) from the sensor test unit 120 being present at the input 702 and the input at the 704 input Output 626 of the speed test unit with the signal (ST).

An output 706 of the OR gate is connected to a set input 708 of a flip-flop 710 with a set and reset input. A Q output 712 of this flip-flop 710 is connected via a resistor 714 to a base 716 of a switching transistor 718, the emitter 720 of which is connected to ground and the collector 722 of which is connected to a base 726 of a second switching transistor 728 via a resistor 724, whose emitter 730 is connected to a supply voltage, a resistor 732 for switching off the second switching transistor 728 being provided between the emitter 730 and the base 726. A collector 734 of the second switching transistor 728 controls an input 736 of a relay 738, which on the other hand is connected to ground, the diode 740 being connected in parallel to the relay 738. A switch contact 742 of the relay opens or closes a control circuit 744 for actuating the emergency braking device 94 of the laying carriage 22. As soon as a signal (ST) is supplied to the stop circuit 122, it converts this into a continuous actuation of the emergency braking device 94 by closing its control circuit 744 and thus brings about the emergency braking of the laying carriage 22.

The function of the safety controller 50 will now be briefly explained in detail on the basis of the diagram of the sensor signals occurring, shown in FIG. 15.

If the laying carriage 22 moves, as shown in FIG. 2, from right to left, that is to say in the direction of the end position 26, the signals S1, S2 and S3 are equal to zero before the marking arrangement 54 is reached. As soon as the sensor 70 reaches the measuring point M4, the signal S2 shows a rising edge. This location is marked with Pl in Fig. 15. At this point, the speed V4 already set by the set signal (SV4) is loaded into the counter 551 on the basis of the preset signal (P) and the counter is started, which now counts down according to the clock of the clock generator 132, for as long as this until sensor 68 has reached measuring point M4 and its signal S1 changes from zero to one with a rising edge. At this point labeled P2, the evaluation circuit 130 checks whether the counter reading is even greater than zero.

If this is the case, the speed V of the laying carriage 22 is greater than the speed V4, since the number of pulses counted by the counter 551 is smaller than the number of pulses corresponding to the speed V4. The emergency braking device 94 is therefore actuated. If the speed V of the laying carriage 22 is lower than V4, the counter has counted to zero until the rising edge comes at S1, so no signal (ST) is issued, but the laying carriage 22 is allowed to move on and it is switched to speed V3 by switching to set signal SV3.

If the sensor 70 now arrives at the measuring point M3, the falling edge of the signal S2 in turn generates the preset signal P with which the speed V3 is loaded into the counter 551 and the counting down is started. This continues until the sensor 68 has also reached the measuring point M3 and the falling edge in the evaluation circuit 130 interrogates the output (Z) of the counter 551. If the counter reading is also zero in this case, the laying carriage 22 can continue to drive. The signals S1 and S2 are again zero, since both sensors 70 and 68 are in the space 78 between the marking strips 62 and 64. If the laying carriage 22 moves further to the left, the marking M5 of the marking strip 66 is recognized by the sensor 72. At point P5 in FIG. 15, this leads to a switching of the speed setting circuit 126 via the set signal (SV2) to the speed V2, and the signal (LI) is also set by the side recognition 450.

If the laying carriage 22 moves further to the left, as shown at point P6 in FIG. 15, sensor 70 will arrive at measuring point M2 and generate the preset signal (P), so that the counter reading for speed V2 enters counter 551 loaded and counting down begins. This continues until, as shown at point P7 in FIG. 15, sensor 68 has arrived at measuring point M2 and triggers interrogation of counter 551, whereby - as long as signal (Z) is zero - no stop signal (ST) is output. At the same time, the speed setting circuit 126 will generate the signal (SV1) and switch to the speed VI.

As soon as the sensor 70 has arrived at the measuring point M1, this will in turn trigger a preset signal (P), at which the speed VI is loaded into the counter 551 and the counting down is started, and for as long as at point P9 shown, the sensor 68 has arrived at the measuring point M1 and initiates an interrogation of the signal (Z). If this is zero, no stop signal (ST) is output and the laying carriage 22 travels to the end position 26.

In all cases, the safety controller 50 recognized that the speed V of the laying carriage was lower than the predetermined speeds V4 to VI, which represent maximum values at the respective measuring points M4 to Ml.

However, if the counter reading had been greater than zero at one of the measuring points M3 to Ml, the evaluation circuit 130 would have issued the stop signal (ST) and the stop circuit 122 would have actuated the emergency braking device 94, which would have resulted in an emergency braking of the laying carriage .

At the same time, the sensor test unit 120 always checked during the above-described processes whether the incoming combinations of signals correspond to the combinations provided in the safety controller 50. Would be, for example, by failure of one of the sensors 68, 70 or 72, an additional combination of signals not approved by the sensor test unit 120 occurred, the sensor test unit 120 would have given the stop signal (ST) to the stop circuit 122 and the latter would have actuated the emergency braking device 94, irrespective of whether the speed V of the laying carriage 22 had met the specifications given by the braking ramp and below the maximum values VI to V4 would be or not.

If the direction of travel of the laying carriage 22 is now reversed in the end position 26, which is indicated at the point P10 in FIG. 15, the sequence of changes in the signals S1, S2 and S3 described above is reversed.

At PI1, the sensor 68 has reached the measuring point M1 and, with its positive edge, generates the preset signal (P), at which the speed VI is again loaded into the counter 551 and started. At point P12, a check is carried out to determine whether the level is still zero and, moreover, the speed-setting circuit 126 is switched to speed V2 by the rising edge of sensor 70.

At point 13 in FIG. 15, the falling edge of the signal S1 in turn generates a preset signal P which loads the speed V2 into the counter 501 and starts it. The counting process is ended again at point P14 by the falling edge of sensor S2. Furthermore, at point P 15, the signal (LI) is deleted by the falling edge of the signal S3 and switched over from the speed specification circuit 126 to the speed V3. At point 16, the sensor 68 has reached measuring point M3, and sets the counter 551 through the rising edge of the signal S1, at the same time starting the counting process, which is ended at point P 17 by the rising edge of the signal S2, while simultaneously switching over Speed setting circuit 126 takes place at speed V4.

At point P18, sensor 68 has reached measuring point M4 and sets a preset signal (P) for counter 551 with the falling edge of signal S1, so that counter 551 loads speed V4 and begins counting. This is ended at point P 19 by the falling edge of the sensor S2, which, however, also switches the speed setting circuit 126 to the speed V4, so that the safety controller 50 is now in the same state, in which, for example, the vehicle has again moved to the left and the maximum values V4 to VI can be checked.

Claims

EXPECTATIONS

Laying device for fabric panels, comprising a laying table, a laying carriage which can be moved relative to the laying table by means of a drive, and a laying carriage control with which the drive can be controlled in such a way that the laying carriage can be moved in a travel area lying between two end positions which are fixed relative to the laying table and when each end position is approached, its travel speed is reduced in accordance with a braking ramp, characterized in that the laying carriage (22) has an emergency braking device (94) and in that a safety controller (50) is provided which is independent of the laying carriage controller (46) the actual travel speed (V) of the laying carriage (22) is determined in the area of the braking ramp (92) before reaching the respective end positions (26, 28), compared with a predetermined maximum value (VI, V2, V3, V4) and if the maximum value is exceeded ( VI, V2, V3, V4) actuates the emergency braking device (94). Laying device according to Claim 1, characterized in that the safety controller (50) determines the traveling speed (V) of the laying carriage at a foremost measuring point (M4) fixed in the table in the driving area (30) in front of the respective end position (26, 28).

Laying device according to claim 2, characterized in that the foremost measuring point (M4) is arranged at a distance (A4) from the end position (26, 28) which is greater than or equal to a braking distance of the. Which can be reached with the emergency braking device (94) Laying carriage (22) is at the maximum value (44) of the speed.

Laying device according to claim 2 or 3, characterized in that the foremost measuring point (M4) is arranged at a distance (A4) from the end position (26, 28) which is greater than or equal to a braking distance of the laying carriage (which can be reached with the emergency braking device (94)) 22) at its maximum speed (VM).

Laying device according to one of the preceding claims, characterized in that the safety controller (50) controls the traveling speed (V) of the laying carriage (22) at least one more time (Ml, M2, M3) before reaching the respective end position (26, 28) ) determined and compared with a maximum value (VI, V2, V3) specified for each determination. 6. Laying device according to claim 5, characterized gekenn¬ characterized in that the at least one more time carried out determination of the travel speed (V) at a table fixed in the driving area (30) fixed further measuring point (M3, M2, Ml).

7. Laying device according to claim 6, characterized gekenn¬ characterized in that the further measuring point (M3, M2, Ml) is placed so that its distance (A3, A2, AI) from the assigned end position (26, 28) greater than or equal to one with the emergency braking device (94), the braking distance of the laying carriage (22) is at the maximum value (V4, V3, V2) of the speed for the previous measuring point (M4, M3, M2).

8. Laying device according to one of the preceding claims, characterized in that the security controller (50) works with signals from an associated sensor system (52, 54, 56).

9. Laying device according to claim 8, characterized gekenn¬ characterized in that the safety control (50) associated sensor system (52, 54, 56) is independent of one of the laying carriage control (46) associated sensor system (48).

10. Laying device according to claim 8 or 9, characterized in that the safety controller (50) on the evaluation of combinations of Constituent parts of the signals (S1, S2, S3) of the sensor system (52, 54, 56) several measuring points (M1, M2, M3, M4) differentiates. 11. Laying device according to one of claims 8 to 10, characterized in that the safety controller (50) on the evaluation of combinations of components of the signals (S1, S2, S3) of the Sensor¬ system (52,54,56) the direction of travel of the laying carriage

(22) recognizes.

12. Laying device according to one of the preceding claims, characterized in that the Sicherheit¬ security controller (50) has a sensor system (52, 54, 56) which has a position of the laying carriage (22) relative to the laying table (12) via a position signal (IT -), (l), (2- ^), (2 ^) displays.

13. Laying device according to claim 12, characterized gekenn¬ characterized in that the safety controller (50) to determine the actual travel speed (V) a period between two position signals [(1 ^), (2 ^); (1-i), (2-1)] of the sensor system (52, 54, 56).

.

14. Laying device according to claim 13, characterized in that the sensor system (52, 54, 56) is constructed in such a way that two measuring points (M4, M3, M2, Ml) can be set on the table test ¬ speed (V) of the laying carriage (2) corresponding time interval successive position signals [(1 ^), (2τ); (1-), (2 ^) 3 can be generated. 15. Laying device according to claim 14, characterized gekenn¬ characterized in that the sensor system (52, 54, 56) for generating the two position signals [(1 * Φ), (2 * D); (lψ), (2ψ)] has at least one position sensor (68, 70) and a marking (80, 82, 84, 86).

16. Laying device according to claim 15, characterized gekenn¬ characterized in that the sensor system (52, 54, 56) for generating the two position signals [(1-), (2 *); (1 * 4 "), (2 * <)] has two position sensors (68, 70).

17. Laying device according to claim 15 or 16, characterized in that the marking (80, 82, 84, 86) allows the position sensor (68, 70) to pass from one state to the other state.

18. Laying device according to one of claims 12 to 17, characterized in that each of the position signals [(l), (2T); (lγ), (2γ)] represents a switching edge of a signal (S1, S2) of one of the position sensors (68, 70 •).

19. Laying device according to one of claims 12 to 18, characterized in that the safety controller (50) in addition to the position signal [(1 ^), (ly-); (24 ±), (2-j ')] detects a static status signal [(1), (2)] of each position sensor.

20. Laying device according to claim 19, characterized gekenn¬ characterized in that the safety controller (50) on the common detection of the switching edge [(1Φ), (ly), (2- ^), (2-I)] and the status signal [( 1), (2)] different markings (80, 82, 84, 86). 21. Laying device according to one of claims 18 to 20, characterized in that the safety controller (50) has an edge detection unit (110) for distinguishing between rising and falling switching edges [(IT), (2 * ^) ,; (l |), (2 -)].

22. Laying device according to claim 21, characterized gekenn¬ characterized in that the safety controller (50) by means of the edge detection unit (110) distinguishes different measuring points (M1, M2, M3, M4).

23. Laying device according to claim 21 or 22, characterized in that the safety controller (50) due to the rising and falling switching edges [(1-4), (2T); (1-j), (2-)] of the sensors (68, 70) and the status signals [(1), (2)] detects the direction of travel of the laying carriage (22).

24. Laying device according to one of claims 15 to 23, characterized in that the marking (80, 82, 84, 86) is fixed to the table at a distance (AI, A2, A3, A4) from the end position (26, 28) and with their position defines the fixed measuring point (Ml, M2, M3, M4).

25. Laying device according to claim 24, characterized in that the marking (80, 82, 84, 86) is arranged on a support (60) held displaceably on the laying table (12). 26. Laying device according to claim 24 or 25, characterized in that the marking is formed by an edge (80, 82, 84, 86) of a safety edge.

27. Laying device according to one of claims 16 to 26, characterized in that the two position sensors (68, 70) of the sensor system (52, 54, 56) pass through the same query path (74).

28. Laying device according to one of claims 8 to 27, characterized in that the sensor system (52, 54, 56) has a third position sensor (72) which runs through its own query path (76).

29- laying device according to claim 28, characterized gekenn¬ characterized in that the safety controller (50) with a position signal [(3Φ), (3y)] of the third sensor (72) position signals [(1Φ), (1-), (2T) , (2y)] different measuring points (Ml, M2, M3, M4) differs.

30. Laying device according to claim 28 or 29, characterized in that the safety controller (50) detects a status signal [(3)] of the third sensor (72).

31. Laying device according to one of claims 21 to 30, characterized in that the safety controller (50) has a sensor test unit (120) which the combinations of occurring components of the sensor signals (Sl, S2, S3) of the sensor system (52,54,56 ) checked for unauthorized combinations and, if there is one, actuates the emergency braking device (94). 32. Laying device according to claim 31, characterized gekenn¬ characterized in that the sensor test unit (120) recognized by the safety controller (50) rising or falling switching edges and the static status signals of the position sensors on due to the markings (80, 82, 84, 86) unauthorized Combinations checked and the emergency brake device (94) is actuated when such a combination is present.

33. Laying device according to one of the preceding claims, characterized in that the safety controller (50) evaluates a direction signal (R) from the laying carriage controller (46).

34. Laying device according to one of claims 31 to 33, characterized in that the sensor test unit (120) also uses the direction signal (R) of the laying carriage control (46).