WO2010097173A1 - Système d'entraînement, notamment pour chariots de manutention sans conducteur - Google Patents

Système d'entraînement, notamment pour chariots de manutention sans conducteur Download PDF

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Publication number
WO2010097173A1
WO2010097173A1 PCT/EP2010/000945 EP2010000945W WO2010097173A1 WO 2010097173 A1 WO2010097173 A1 WO 2010097173A1 EP 2010000945 W EP2010000945 W EP 2010000945W WO 2010097173 A1 WO2010097173 A1 WO 2010097173A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
wheel
wheels
suspension
wheel carrier
Prior art date
Application number
PCT/EP2010/000945
Other languages
German (de)
English (en)
Inventor
Matthias Könemann
Winfried Schroer
Original Assignee
Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V.
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 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. filed Critical Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V.
Publication of WO2010097173A1 publication Critical patent/WO2010097173A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/10—Dead axles, i.e. not transmitting torque adjustable for varying track
    • B60B35/1036—Dead axles, i.e. not transmitting torque adjustable for varying track operated with power assistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/10—Dead axles, i.e. not transmitting torque adjustable for varying track
    • B60B35/1072—Dead axles, i.e. not transmitting torque adjustable for varying track by transversally movable elements
    • B60B35/109—Dead axles, i.e. not transmitting torque adjustable for varying track by transversally movable elements the element is an axle part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/40—Special vehicles
    • B60Y2200/43—Variable track or wheelbase vehicles

Definitions

  • the invention is directed to a traction drive driverless transport vehicles.
  • a universal transportable heavy transport vehicle as it may represent the starting point of the present invention is known for example from DE 38 41 971 A, where there the type of wheels characterizes the particular mobility of the vehicle.
  • the possible movement behavior of a driverless transport vehicle is determined by the number of degrees of freedom of the chassis.
  • Each vehicle basically has three degrees of freedom of movement in its driving plane:
  • Geometric prerequisite is e.g. compliance with the Ackermann condition, according to which the wheel axles of a steered vehicle must pass through a common point. If, for example, In order to carry higher loads or to reduce the surface load of the floor, steered wheels are provided in larger numbers, the constructive effort for realizing a perfect chassis cabinetry increases greatly. Due to this fact is often dispensed with a mobility in the area in favor of line kinematics for chassis with multiple steered and / or driven wheels.
  • a rapid change of the direction of travel is drove and the rotary differential drives subject to problems, since this either the standstill of the drive or a rotation of the drive unit (s) is required by 180 °.
  • a steering movement of the wheels is due to the then acting static friction with an increased steering moraent or increased wear of the tires and the ground connected.
  • direction changes are initiated in practice by a reversal or change in direction of rotation of the motors.
  • the reversal of the direction of rotation is associated with further functional disadvantages.
  • drives that can be reversed in principle such as electric drives
  • the drive is decelerated to a standstill to reverse the direction of rotation.
  • the kinetic energy stored in the drive can thus not be used, or only to a small extent (for example, by energy recovery systems).
  • the inertia of the rotating masses present in the drive system also leads to a reduction of the acceleration capacity for the entire vehicle.
  • Drives, such as Internal combustion engines, which have a fixed direction of rotation, require additional technical effort in the form of a reversing gear for changing the direction of rotation or direction of travel.
  • the steering drives of industrial trucks are often designed as so-called steered wheel hub drives. These are characterized in that the drive with the wheel forms a pivotal unit. Thus, a flexible transfer of energy from the chassis to the drive motor is required, which is usually implemented in the conventional designs by means of cable chains or conductor lines.
  • the object of the invention is to increase the efficiency in the generic drive, to reduce the wear of the wheels to ensure the highest possible protection against contamination while maintaining low maintenance.
  • this object is achieved according to the invention by a plurality of wheels positioned in wheel suspensions on a wheel carrier acted upon by a rotary drive, the wheel axles being adjustable via the respective wheel suspension by means of a control drive at an angle during one revolution of the wheel carrier.
  • the drive according to the invention also has a number of advantages. Thus, he avoids the above-mentioned additional effort in connection with the direction of travel change as well as an additional energy transfer to the wheels, since they do not have their own drive.
  • Another advantage is u.a. also in that the drive according to the invention has the function of a continuously variable transmission and thus makes an additional speed and torque conversion superfluous. Since the drive according to the invention is also able to accelerate from standstill at full engine speed, eliminating the need for a starting clutch.
  • the wheel carrier is not rotatably mounted or formed circumferentially.
  • the wheels of the platform described therein are actively driven in contrast to the present invention.
  • the wheel suspensions are not adjusted in such a way that the wheel axles run through a point, the adjustment is much more such that the wheel axles are parallel. Also, a stepless mechanical controllability is not possible.
  • the US 5,374,879 A also shows no rotating wheel carrier, whereby also there the wheels are not adjustable. Also, as in the above-mentioned utility model, there is no control drive. The wheel axles do not run through a common control point, so that even this reference gives no suggestion to the present invention.
  • each suspension is equipped perpendicular to its axis of rotation with a linear guide, the suspension of the opposite free end is hinged to a common adjusting pin for all suspensions, which can also be provided that the adjusting pin about two at right angles to each other Actuators in its relative position to the center of the rotational circle of the wheel carrier is adjustable.
  • the invention also provides that the adjustment pin is positioned on a sliding sleeve, which in turn is guided on elements of the vehicle support frame.
  • the invention is not limited to single wheels per suspension. It also provides that, for example, multiple roller wheels are used or wheels that are designed as conical rollers.
  • the invention relates not only to a traction drive as such, but also a suitably equipped vehicle that is equipped with at least one traction drive according to the invention, wherein also several traction drives can be provided.
  • the rotational movement of the suspension drive according to the invention causes a reaction torque, which must be compensated in a suitable manner. This results in possible suspension or arrangement variants.
  • the compensation of the reaction torque can be done for example by additional passive support or compensation roles. It arises regardless of the number of provided support rollers thus a line movable chassis with a so-called three-wheel kinematics.
  • a kinematic condition for the construction of a functioning line kinematics is that the wheel axles of the compensation rollers do not face the center of rotation of the wheel circle. If the contact surface of the wheel circle can ensure a sufficient tilting stability of the vehicle, a chassis construction with only one compensating roller (inside or outside the wheel circle) is conceivable.
  • the support rollers thus have a dual function in the construction of the chassis.
  • a wheel base or contact area is generated.
  • Full surface mobility is achieved by combining two or more suspension drives.
  • the reaction moments of both drives compensate each other in this chassis variant.
  • Small wheel circle diameters require additional support rollers, which ensure the required stability of the vehicle.
  • chassis drives with large wheel circle diameters which can form a tilt-stable wheel base for a vehicle, only the support of the reaction torque (eg by rolling) is required.
  • Such an application is, for example, the drive of a conveyor belt. By placing the drive at any point a continuously variable propulsion of the belt can be done. At a tap of the rotational movement of a roller creates a continuously variable friction gear. If the chassis drive is installed overhead (ie with rollers pointing upwards), a product with a flat base (containers, cartons, plate material etc.) can be conveyed or positioned in any direction and speed. There is thus the possibility in principle to realize conveyor lines, points and discharges for suitable piece goods.
  • Fig. 2 is a simplified plan view according to arrow II in Fig. 1 and in
  • FIG. 3 is a bottom view approximately according to arrow III in Fig. 1st
  • the traction drive generally designated 1 in the figures comprises a wheel carrier 2 rotatably mounted on a chassis 3 only indicated by means of a drive motor 4, e.g. via a chain drive or similar, is set in rotation.
  • the wheels 7 wear.
  • the wheel 6 are each equipped with a pivot 9, the wheels 7 opposite end of a linear guide 10 is acted upon such that the wheel axle 8 is pivotable in the horizontal plane.
  • a linear guide 10 For exerting an adjusting force on the wheel axles 8 via the linear guide 10 whose free ends are fastened to a common adjusting pin 11, which in turn passes through a sliding sleeve 12 which is movably guided on the chassis 3 and is movable in its horizontal position via two actuators 13, wherein the Movement eg via spindle drives 14 is triggered.
  • the controller is set up so that per revolution of the wheel carrier 12, driven by the drive motor 4, the axes 8 of the wheels 7 are adjusted so that, as desired, a certain direction of advance of the chassis 3 is generated.
  • a plurality of rotating wheel carriers can be positioned on the chassis 3 as well as additional support rollers, and the wheels can also rotate in a different curve than the circular shape.
  • the invention is not limited to the illustrated type of adjustment of the wheel axles on the illustrated mechanism, here also other drives and adjustment can be provided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un système d'entraînement (1), notamment pour chariots de manutention sans conducteur, dont le rendement doit être accru, l'usure des roues (7) doit être réduite et une protection aussi élevée que possible contre les salissures doit être garantie tout en maintenant les coûts d'entretien à un minimum. Cet but est atteint par une pluralité de roues (7) positionnées dans des suspensions (6) de roue sur un support de roue (2) sur lequel agit un entraînement en rotation (4, 5), les essieux (8) pouvant être ajustés pour ce qui est de leur angle pendant une révolution du support de roue (2) par l'intermédiaire de la suspension de roue (6) en cause au moyen d'un mécanisme de commande (13).
PCT/EP2010/000945 2009-02-25 2010-02-16 Système d'entraînement, notamment pour chariots de manutention sans conducteur WO2010097173A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009010527.1 2009-02-25
DE102009010527A DE102009010527A1 (de) 2009-02-25 2009-02-25 Fahrantrieb, insbesondere für fahrerlose Flurfahrzeuge

Publications (1)

Publication Number Publication Date
WO2010097173A1 true WO2010097173A1 (fr) 2010-09-02

Family

ID=42062176

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/000945 WO2010097173A1 (fr) 2009-02-25 2010-02-16 Système d'entraînement, notamment pour chariots de manutention sans conducteur

Country Status (2)

Country Link
DE (1) DE102009010527A1 (fr)
WO (1) WO2010097173A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104527646A (zh) * 2014-12-19 2015-04-22 苏州大方特种车股份有限公司 无人驾驶冶金运输车
DE102021122121B3 (de) 2021-08-26 2022-10-20 Audi Aktiengesellschaft Transportsystem, Andockstation und Positionierverfahren

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010001637A1 (de) * 2010-02-05 2011-08-11 ZF Friedrichshafen AG, 88046 Antriebsanordnung für ein Flurförderfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3841971A1 (de) 1988-12-09 1990-06-21 Walter Franke Allseitig rangierbares schwertransportfahrzeug
DE9105811U1 (de) 1991-05-10 1991-06-27 Kernforschungszentrum Karlsruhe Gmbh, 7500 Karlsruhe Allseitig horizontal verfahrbare Plattform
US5374879A (en) 1992-11-04 1994-12-20 Martin Marietta Energy Systems, Inc. Omni-directional and holonomic rolling platform with decoupled rotational and translational degrees of freedom
US20030196840A1 (en) * 2002-04-23 2003-10-23 Rohrs Jonathan D. Omni-directional, holonomic drive mechanism

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9106811U1 (de) * 1991-06-03 1992-10-01 Baars, Rainer Vorrichtung zum lösbar gelenkigen Verbinden von tafelförmigen Wandelementen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3841971A1 (de) 1988-12-09 1990-06-21 Walter Franke Allseitig rangierbares schwertransportfahrzeug
DE9105811U1 (de) 1991-05-10 1991-06-27 Kernforschungszentrum Karlsruhe Gmbh, 7500 Karlsruhe Allseitig horizontal verfahrbare Plattform
US5374879A (en) 1992-11-04 1994-12-20 Martin Marietta Energy Systems, Inc. Omni-directional and holonomic rolling platform with decoupled rotational and translational degrees of freedom
US20030196840A1 (en) * 2002-04-23 2003-10-23 Rohrs Jonathan D. Omni-directional, holonomic drive mechanism

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104527646A (zh) * 2014-12-19 2015-04-22 苏州大方特种车股份有限公司 无人驾驶冶金运输车
DE102021122121B3 (de) 2021-08-26 2022-10-20 Audi Aktiengesellschaft Transportsystem, Andockstation und Positionierverfahren

Also Published As

Publication number Publication date
DE102009010527A1 (de) 2010-09-16

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