Transport system and methods for operating a transport system

Abstract

Transport system for conveying goods on rail vehicles (2, 2') along a total conveying distance (3) in a hall having a hall floor (27), comprising at least one drive unit (5) embedded in the hall floor for conveying the rail vehicles (2, 2') along a partial conveying distance (4), wherein the at least one drive unit (5) comprises at least one coupling element (6) for detachable coupling to a coupling position (7) of the respective rail vehicle (2, 2') which is movable along the partial conveying distance (4) of the associated drive unit (5), wherein at least one rail vehicle (2, 2') is provided with a collision protection device (10) for rail vehicles (2, 2') following or preceding it on the total conveying distance (3), characterized in that the collision protection device (10) is provided with a mechanically acting emergency stop release (16) and has a walkable surface (11).which does not exceed a height of 20 cm above the hall floor (27) and is suitable for keeping two rail vehicles (2, 2') at a minimum distance (12) of at least 40 cm.

Description

The invention relates to a transport system for conveying goods on rail vehicles along a total conveyor route in a hall having a floor, comprising at least one drive unit embedded in the floor for conveying the rail vehicles along a partial conveyor route, wherein the at least one drive unit comprises at least one coupling element for detachable coupling to a coupling position of the respective rail vehicle, which is movable along the partial conveyor route of the associated drive unit, wherein at least one rail vehicle is provided with a collision protection device for rail vehicles following or preceding it on the total conveyor route. The invention further relates to a method for operating a transport system for conveying rail vehicles along a total conveying distance in a hall having a floor, wherein the transport system comprises at least one drive unit for conveying at least one rail vehicle along a partial conveying distance with at least one coupling element for releasable coupling to a coupling position of the respective rail vehicle, which travels along the partial conveying distance of the at least one drive unit, wherein at least one rail vehicle is provided with a collision protection device for rail vehicles following or preceding it on the total conveying distance. Examples of prior art include: • Transport systems, rail vehicles with guided side sections arranged on both sides of the rails, are known, for example, from DE 10 2016 210 030 A1. The rail vehicles have at least one electric drive and an impact protection element. • DE 602 14 771 T2 discloses a special braking device for objects conveyed in a conveyor system. • DE 36 01 963 A1 comprises a carriage of a transport arrangement with a second runner that receives a driving force from magnetic field generating units. Transport systems of this type are used, for example, to move large machines or machine parts from one production or processing station to the next in industrial manufacturing. The parts to be moved are arranged on driverless rail vehicles, which move along a conveyor track on floor rails. The rail vehicles do not have their own drive system but are moved by drive units, which are usually embedded in the floor between the rails. Each drive unit serves to transport one or more rail vehicles along a conveyor section, which corresponds to a segment of the conveyor track.The drive units are arranged in such a way that at the end of the conveyor section of a drive unit the rail vehicle can often be taken over and moved further by a subsequent drive unit, so that the freed drive unit is available for transporting a subsequent rail vehicle. Along the conveyor track of each drive unit, a coupling element is movable, which can be, for example, a coupling bolt that can be activated mechanically, electrically, pneumatically, or hydraulically. When activated, the coupling element can engage with a designated coupling position on a rail vehicle. This effectively eliminates the need for separate drives on the rail vehicles and avoids the costly electrification of the rail vehicle. In rare exceptional cases, should the coupling of the drive unit at a processing station for the further transport of the rail vehicle fail, there is a risk that following rail vehicles transporting parts to the processing station will collide with the stationary rail vehicle and, furthermore, that people who can no longer avoid the collision will get caught between the two colliding rail vehicles. For this reason, such a transport system currently stipulates that before a rail vehicle can move along each section of the conveyor, it must be acknowledged at an operator station that this section is clear. The release of the conveyor's timing is therefore carried out via operator stations located along the entire conveyor route, between the cars. In accordance with safety requirements, one operator station is needed for each section of the conveyor. Acknowledgement at the operator stations is only permitted if the route for the respective vehicle is clear and no one is in the danger zone between the cars. All rail vehicles in operation will only proceed with their scheduled movements once each operator station has acknowledged the clearance. Entry into the facility after acknowledgment can only be prevented by additional safety features such as light barriers on both sides of the line. This necessitates a complex safety system with parallel approvals and room monitoring or similar means, especially when there are several processing stations in succession. Therefore, the aim of the invention is to increase personal safety in a described transport system. Furthermore, it is an object of the invention to make the operating points for acknowledgments largely unnecessary. The problem is solved with regard to the transport system with the features of claim 1 and in particular by the fact that the collision protection is provided with a mechanically acting emergency stop trigger and has a walkable surface which does not exceed a height of 20 cm above the hall floor and is suitable to keep two rail vehicles at a minimum distance of at least 40 cm. The minimum distance of 40 cm between rail vehicles refers to the distance between the rail vehicle, its chassis, and its transport platform. The collision barrier itself can be located within this 40 cm distance. This value of 40 cm corresponds approximately to the legally required safety distance to protect people and can be adjusted according to country-specific regulations. According to the invention, the collision barrier is positioned no higher than 20 cm above the hall floor. This allows a person at risk to step onto the collision barrier using a shallow step, thus protecting themselves from being caught between two colliding rail vehicles. The minimum distance between the rail vehicles, ensured by the collision barrier, provides the person with sufficient clearance.In this way, a safety zone is created not only for endangered persons using simple means, but also to prevent damage to the rail vehicles from collisions. In one preferred design option for the collision protection, it is permanently attached to the rail vehicle as a running board. A fixed installation on a rail vehicle, in a suitably robust design, ensures the required safety distance between two rail vehicles, even if they collide. Since the transport of goods according to the invention, for example from one processing station to the next, does not involve high speeds, small elastic buffers can be additionally attached to the collision protection or to the rail vehicle itself. However, these are generally only truly necessary at very high transport speeds or with very heavy goods. In a second preferred design option for the collision protection, it is designed as a carriage and detachably connected to the rail vehicle. A wagon coupled to a rail vehicle ensures a constant, sufficient distance between the two vehicles, preventing collisions. The wagon can be pulled or pushed by the rail vehicle. For this purpose, the wagon is connected to the rail vehicle via a coupling device. The wagon also features a low platform for personnel as a collision protection measure and may be equipped with elastic buffers. When the rail vehicles are in maintenance positions, parked when not in use, or moved back to the beginning of the conveyor line using auxiliary equipment, the collision protection devices can be uncoupled. This prevents the rail vehicles from increasing their footprint and facilitates their handling. Furthermore, the wagon may be beveled on both sides or equipped with ramps to minimize tripping hazards and ensure that it can be driven over by, for example, tool trolleys or similar equipment. It is advantageous that the collision protection system can travel on the same rails as the rail vehicle. This means that a central center line runs through both the rail vehicles and the carriages, and in the event of a collision, they are hit in the middle and no twisting occurs. According to the invention, the collision protection is provided with a mechanically acting emergency stop trigger. The emergency stop trigger allows oncoming rail vehicles to be stopped in time. Since – as already described – electrification of the rail vehicle is largely to be avoided, it makes sense to use mechanical systems for the emergency stop trigger. A major advantage is that the emergency stop trigger can be manually activated by a person or in contact with another rail vehicle. Thus, an emergency stop can be triggered differently in different situations. If a person is actually threatened by the collision of two rail vehicles, they can activate the emergency stop trigger to eliminate the danger. A lever could be used as an example mechanism here. Alternatively, an approaching rail vehicle could also pull the aforementioned lever, thereby triggering the emergency stop almost automatically, simply to prevent a collision. However, triggering the emergency stop could be done not only via a lever. Rather, other mechanical designs are conceivable, for example, a trigger that is activated when the step on the impact protection is stepped on, or an emergency stop button or other switch. Preferably, it is ensured that the emergency stop trigger is operatively linked to one or more rail vehicles, in particular to all rail vehicles in operation. In case of imminent danger, depending on the nature of the transport system, either one or all rail vehicles must be brought to a standstill. This is done, for example, by braking the drive unit. In a particularly preferred embodiment, it is provided that the emergency stop trigger can be used to trigger pressure on a signal line running parallel to the rails, via which at least one drive unit can be switched on or off. A signal line running parallel to the rails has the advantage, firstly, of being able to be embedded in the hall floor and thus not representing a disturbance or tripping hazard, and secondly, the signal line reaches all rail vehicles in the shortest possible way. It is advantageous that the signal line is formed by a compressible hose embedded in the hall floor. It is important that the signal line reacts to mechanical pressure. For this purpose, a compressible hose is preferably used, upon which a piston connected to the emergency stop trigger, for example, the lever, acts. The piston initiates a compression process and compresses the elastic hose, at least briefly. There are several advantageous mechanisms for triggering an emergency stop. A) Pressure interrupts a light beam traveling through the hose, so that a photocell receives no signal or at least a modified signal. The inner walls of the hose can preferably be reflective to allow the light beam, for example from a laser, to pass through curved hose sections under normal circumstances. B) Pressure causes a pressure change in the fluid within the hose, so that a pressure sensor receives a new signal. C) Pressure actuates a switch located in the hose. This could be, for example, a ribbon switch. For safety reasons, an electrically operated normally closed switch is preferred. D) Pressure on the hose alters an acoustic signal transmitted through the hose such that a recording microphone perceives a different frequency. In all four cases, the triggering process transmits a signal to a control system that switches off at least one of the drive units for a rail vehicle by stopping the drive or uncoupling the rail vehicle. This method has the advantage of ensuring that the rail vehicles themselves do not need to have their own electric drive located on the rail vehicle. With regard to the method for operating a transport system for conveying rail vehicles, the object of the invention is achieved by the features of claim 16 and in particular by the fact that the collision protection is provided with a mechanically acting emergency stop trigger and the collision protection has a walkable surface, so that a person at risk can step onto the walkable surface in the event of a collision between two rail vehicles, while the collision protection ensures the minimum distance of 40 cm between two rail vehicles by manually actuating the emergency stop trigger by the person or by contact with another rail vehicle. Equipping rail vehicles with such a collision protection system increases the level of personal protection, as already described in the explanation of claim 1. It is advantageous if the collision protection is equipped with a mechanically acting emergency stop trigger, because this eliminates the need for costly electrification of the rail vehicles and still allows for a disruption of the service before a collision occurs. Personal safety is significantly enhanced by the fact that, in the event of a collision between two rail vehicles, a person at risk can enter the collision protection system and trigger a signal line via the emergency stop release, thereby directly ending a risky situation. The signal line can operate in a manner already described in the requirements for the transport system. The invention is explained below with reference to the illustrative drawings. Fig. 1 shows the transport system in a three-dimensional overall view with an exemplary overall conveyor route and three unloaded rail vehicles at processing stations (not shown), Fig. 2 shows an enlarged section from Fig. 1, Fig. 3a and Fig. 3b show alternative embodiments of the collision protection, and Fig. 4 shows a section of a rail vehicle with collision protection and the operation of the emergency stop trigger. Figs. 1 and 2 show, on the one hand, an overall view and, on the other hand, a magnified section of a transport system 1 according to the invention. Two parallel rails 20 are visible, on which three conventional rail vehicles 2, 2' are depicted. The rail vehicles adjacent to rail vehicle 2 have the reference symbol 2', i.e., they have an apostrophe added to their names. The rail vehicles 2, 2', which are otherwise identical in construction, have only a chassis 8 and a loading platform 9, which can accommodate heavy loads (not shown in this embodiment). The wheels on the rails are not visible in these two views. The rail vehicles 2, 2' are spaced apart from each other and are symbolically located at processing stations (not shown) where the loads are processed and then transported to the next processing station. The rail vehicles 2, 2' do not have their own drive system, but are moved by a drive unit 5 (in this embodiment, a type of pull or push rod) along a partial conveyor section 4 to the next station until they have completed a total conveyor section 3. The drive unit 5 is moved back and forth by a drive station 30 with a motor 31 and gearbox 32 along the length of a partial conveyor section 4. The drive unit 5 can be located completely below the level of the hall floor 27. When the drive unit 5 moves in one direction, a coupling element 6 on the drive unit 5 engages detachably with a coupling position 7 of the rail vehicle 2, 2', while when it moves in the other direction, the coupling is released. In this way, all rail vehicles move forward to the next station simultaneously and in sync. Should such a coupling process fail, there would be a risk of two rail vehicles (2, 2') colliding or, even more extremely, a person being trapped between them. Currently, this can only be prevented through complex technical solutions and procedures, such as continuous monitoring at confirmation stations where a train's timing can be authorized. To avoid this effort, the rail vehicles are equipped with a collision protection device 10, which can be attached to the rail vehicle or connected to it as an attached carriage (see also Fig. 3a and Fig. 3b). The collision protection device 10 has a walkable surface 11 onto which a person can step in an emergency, as this walkable surface 11 has a maximum height of 20 cm above the hall floor 27. Furthermore, the collision protection device 10 has a mechanically actuated emergency stop release 16, for example in the form of a lever 17, which in this embodiment also serves as a railing. This emergency stop release 16 can not only be actuated manually by a person, but can also be triggered by an approaching rail vehicle 2'. Activating the emergency stop trigger mechanically generates a signal that is transmitted via a signal line 19. Ultimately, this is intended to stop the drive unit 5 via the drive station 30 or to uncouple a rail vehicle 2, 2'. In addition to its walkable surface, the impact protection may have 11 slopes 34 to facilitate crossing for people. Figures 3a and 3b illustrate that the collision protection device can be used in two configurations. It can either be pulled or pushed by the rail vehicle 2 as a separate carriage 14 with its own wheels 36. The wheels of the carriage 14 are not necessarily free to move on the hall floor 27, but could also move on the rails 20 of the rail vehicle 2, like the wheels 29. It should be noted that the applicant's rail design is at almost the same level as the hall floor to prevent tripping hazards. The embodiment of the collision protection device 10 as a carriage 14 is shown in Figure 3a. However, an embodiment of the collision protection 10 is also conceivable which, as shown in Fig. 3b, is firmly connected to the rail vehicle as a running board 13. The collision protection device 10 has elastic shock absorbers 28. In addition, there is also an emergency stop trigger 16, for example comprising a lever 17. In the side view of Fig. 3a, it is clearly visible that the loading platform 9 has a loading area 33 projecting beyond the rail vehicle 2. This would strike a lever 17 before a collision with an adjacent rail vehicle 2'. Protected beneath the projecting loading area 33 is the coupling to the drive unit 5, consisting of the coupling element 6 on the drive unit 5 and the coupling position 7 on the rail vehicle 2. To further explain the function of the emergency stop release 16 and the control line, Fig. 4 is provided. On the left, a part of a rail vehicle 2, which can travel on the rails 20, can be seen. The collision protection 10, formed by a car 14, is coupled via a coupling 15. The collision protection 10 ensures a minimum distance 12 of 40 cm to a contacting second rail vehicle 2' and has a walkable surface 11, the height 35 of which does not exceed 20 cm above the hall floor 27. The emergency stop release 16 comprises a lever 17 which, when actuated via a plunger 18, exerts mechanical pressure on a signal line 19. The lever can be moved either by a person on the accessible surface 11 or, as shown here in an exemplary embodiment, by a projecting loading platform 33' of the contacting second rail vehicle 2'. Of course, actuation of the emergency stop release is not limited to a projecting loading platform 33'. The emergency stop release need not even have a lever, but can also be designed as a push button or similar device. The illustration in Fig. 4 merely shows an excellently functioning and tested embodiment. Thus, a compressible hose 21, which includes a sensor 24, is provided here as a signal line 19. A signal transmitter 22 may be provided elsewhere, the signal of which is modified by the pressure of the piston. In a preferred embodiment, the signal transmitter 22 is a light source, for example, a laser. The inner walls 23 of the hose are designed to be reflective for optimal light transmission. A photocell 26, for example, serves as the sensor 24, and the drive station 30 is controlled by it depending on the incident light intensity. When the elastic hose is compressed by the piston 18, light transmission is prevented, and the photocell 26 sends a pulse, for example, to a control unit of the drive station 30. This allows rail vehicles 2, 2' to be stopped by switching off the drive unit 5. There are other mechanical ways to use a hose 21 as a signal line 19. It could be filled with a fluid whose pressure changes due to the action of the piston. In this case, the sensor 24 would be a pressure measuring device. Alternatively, an acoustic signal could be transmitted through the hose, originating from a sound transmitter and leading to a microphone acting as sensor 26. Or the hose could essentially act as a protective cover for an electrical band switch 25 (not shown here), which is actuated by the mechanical pressure of the piston 18. In any case, the hose can be recessed into the hall floor alongside the rails and connects all the approach stations for the rail vehicles. The hose 21 runs in the shortest possible route under all the emergency stop triggers of the rail vehicles 2, 2'. Reference symbol list 1 Transport system 2, 2' Rail vehicle 3 Total conveying distance 4 Partial conveying distance 5 Drive unit 6 Coupling element 7 Coupling position 8 Supporting structure, chassis 9 Loading area 10 Collision protection 11 Accessible area 12 Minimum distance 13 Footboard 14 Car 15 Coupling 16 Emergency stop release 17 Lever 18 Piston 19 Signal line 20 Rail 21 Hose, hose line 22 Light source; signal transmitter 23 Reflective inner wall 24 Sensor 25 Electrical switch 26 Photocell 27 Hall floor 28 Shock absorber 29 Wheel of rail vehicle 30 Drive station 31 Motor 32 Gearbox 33, 33' Projecting loading area 34 Incline 35 Max. height of accessible area 11 36 Wheel of the car

Claims

Transport system for conveying goods on rail vehicles (2, 2') along a total conveying distance (3) in a hall having a hall floor (27), comprising at least one drive unit (5) embedded in the hall floor for conveying the rail vehicles (2, 2') along a partial conveying distance (4), wherein the at least one drive unit (5) comprises at least one coupling element (6) for detachable coupling to a coupling position (7) of the respective rail vehicle (2, 2') which is movable along the partial conveying distance (4) of the associated drive unit (5), wherein at least one rail vehicle (2, 2') is provided with a collision protection device (10) for rail vehicles (2, 2') following or preceding it on the total conveying distance (3), characterized in that the collision protection device (10) is provided with a mechanically acting emergency stop release (16) and has a walkable surface (11).which does not exceed a height of 20 cm above the hall floor (27) and is suitable for keeping two rail vehicles (2, 2') at a minimum distance (12) of at least 40 cm. Transport system according to claim 1, characterized in that the collision protection (10) is fixedly connected to the rail vehicle (2) as a running board (13). Transport system according to claim 1, characterized in that the collision protection (10) is designed as a carriage (14) and is detachably connected to the rail vehicle (2). Transport system according to claim 3, characterized in that the collision protection (10) is movable on the same rails (20) as the rail vehicle (2). Transport system according to one of claims 1 to 4, characterized in that the emergency stop trigger (16) can be actuated manually by a person or in contact with another rail vehicle (2'). Transport system according to one of claims 1 to 5, characterized in that the emergency stop trigger (16) is operatively connected with a rail vehicle (2, 2') or with several rail vehicles, in particular with all rail vehicles in operation. Transport system according to one of claims 1 to 6, characterized in that pressure can be triggered via the emergency stop trigger (16) on a signal line (19) running parallel to the rails, via which at least one drive unit (5) can be switched on or off. Transport system according to claim 7, characterized in that the signal line (19) is formed by a compressible hose line (21) embedded in the hall floor (27). Transport system according to one of claims 7 or 8, characterized in that an interruption or weakening of a light beam (22) can be produced by the pressure. Transport system according to claim 8 or 9, characterized in that the inner walls (23) of the hose line (21) are designed to reflect light. Transport system according to claim 8, characterized in that a pressure change of a fluid located in the hose line (21) can be caused by the pressure. Transport system according to one of claims 7 or 8, characterized in that an electrical switch (25), in particular a band switch, can be actuated by the pressure. Transport system according to one of claims 7 or 8, characterized in that a correction of a sound signal is carried out by means of pressure. Transport system according to one of claims 1 to 13, characterized in that the collision protection (10) has an elastic shock absorber (28). Transport system according to one of claims 1 to 14, characterized in that the rail vehicles (2, 2') themselves do not have an electric drive. Method for operating a transport system for conveying rail vehicles (2, 2') along a total conveying distance (3) in a hall having a floor (27), wherein the transport system comprises at least one drive unit (5) for conveying at least one rail vehicle (2, 2') along a partial conveying distance (4) with at least one coupling element (6) for detachable coupling to a coupling position (7) of the respective rail vehicle (2) which travels along the partial conveying distance (4) of the at least one drive unit (5), wherein at least one rail vehicle (2, 2') is provided with a collision protection device (10) for rail vehicles (2, 2') following or preceding it on the total conveying distance (3), characterized in that the collision protection device (10) is provided with a mechanically acting emergency stop release (16) and the collision protection device has a walkable surface (11).so that a person at risk of collision between two rail vehicles (2, 2') can step onto the accessible surface (11), while the collision protection (10) ensures the minimum distance (12) of 40 cm between two rail vehicles (2, 2') by manually activating the emergency stop trigger by the person or upon contact with another rail vehicle. Method according to claim 16, characterized in that a person at risk, in the event of a collision between two rail vehicles (2, 2'), triggers pressure on a signal line (19) via the emergency stop release (16).

Images