Method for controlling a monorail system

Abstract

Method for controlling a monorail system, wherein the monorail system (10) has - a support rail (16) with at least one substantially horizontally oriented section and another inclined section relative to the horizontal, - at least one support frame (48) for receiving items to be transported (60), wherein the support frame (48) has - a swivel device (76, 92) for controlled swiveling of the support frame (48) about an axis perpendicular to the axis of movement along the support rail (16), with the steps a) Local determination of a position of the support frame (48) along the support rail (16); b) Communicating the position to a higher-level control system (110) of the monorail system (10); c) Local release or blocking of the swivel depending on the position; d) Communicating the release or blocking to the higher control system (110) and e) Checking whether the higher-level controller has enabled or disabled (110), f) wherein the swiveling device comprises a fluid-operated braking device with an adjustable throttle valve by which the swiveling is dampened, released or blocked.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The invention relates to a method for controlling a monorail system. 2. Description of the state of the art

[0002] In DE 10 2004 061 990 A1 a suspended railway system for transporting objects and a method for operating it are described.

[0003] The monorail system described therein, used for transporting objects such as loaded pallets, features a support rail on which drive cars' rollers run. A support frame is articulated to the drive cars, allowing it to pivot around a horizontal axis perpendicular to the transport direction of the drive cars and the support rail. A braking device dampens the pivoting of the support frame around this axis. A control unit on a drive car can read codes arranged along the support rail and activate the braking device accordingly.

[0004] Errors can occur when reading the code along the mounting rail. This can lead to the braking device not being activated or being activated insufficiently.

[0005] DE 10 2008 047 755 A1 relates to a device and a method for controlling electric monorails with decentralized control modules on the monorail cars and wireless data communication to a central control unit.

[0006] DE 92 07 678 U1 discloses an electric monorail with a pivotably mounted load suspension and pressure / guide rollers that ensure sufficient contact pressure, particularly on inclines and declines. For level control, a mechanical forced control system via an auxiliary rail and control rollers is proposed; electronic sensors or a central control system are not provided.

[0007] German patent DE 10 2020 100 731 B3 describes a monorail system with active tilt adjustment of the support frame by means of a drive mechanism to suppress vibrations and align the loading platform horizontally. The adjustment is dependent on track signals and / or position sensors; the system actively influences the position of the load-bearing element. SUMMARY OF THE INVENTION

[0008] It is an object of the invention to provide a method for controlling a monorail system that takes this problem into account.

[0009] This problem is solved by a method according to claim 1.

[0010] The inventive method for controlling a monorail system is intended for a monorail system which has a support rail with at least one substantially horizontally oriented section and a further section inclined relative to the horizontal, and has at least one support frame for receiving objects to be transported, wherein the support frame comprises a pivoting device for controlled pivoting of the support frame about an axis perpendicular to the axis of movement along the support rail.

[0011] The inventive method comprises the following steps: Determining a position of the support frame along the support rail; communicating the position to a higher-level control system of the monorail system; locally enabling or blocking the swiveling depending on the position; communicating the enabling or blocking to the higher-level control system and verifying the enabling or blocking by the higher-level control system, wherein the swiveling device includes a fluid-operated braking device with an adjustable throttle valve by which the swiveling is dampened, enabled or blocked.

[0012] The terms "release" or "block" are to be understood here and within the context of the entire description and claims as encompassing both a complete release, a complete block, and control states in between.

[0013] According to the invention, it is therefore possible, on the one hand, to determine the position of the support frame at a local level, for example at a control unit of a transport device that conveys the support frame, and to generate corresponding control commands for pivoting. On the other hand, the inclusion of a higher-level control system ensures that the entire monorail system is always in a safe operating state.

[0014] The higher-level control system can, for example, check whether the position of the support frame determined at the local level is plausible and compatible with previously determined positions. Furthermore, the higher-level control system can consider the operating state of the support frame and, for example, take into account the individual speed or acceleration when the swiveling process is enabled or disabled.

[0015] In particular, it may be provided that the local enabling or blocking of the swiveling motion is overridden or not enabled by the higher-level control system before the enabling or blocking information is implemented by the swiveling device.

[0016] Preferably, the check includes a comparison with release or blocking positions stored in the higher-level control system.

[0017] In a further development of the process, it may be possible for the higher-level controller to override the release or blocking action depending on the verification process. Accordingly, the higher-level controller can cancel the already local release or blocking action and instead communicate, for example, a corrected release or blocking position.

[0018] If the higher-level control system detects a malfunction of the entire monorail system based on the local position or local release / blocking, it can trigger an emergency stop. For example, if the higher-level control system receives position or operating status information from multiple support structures indicating a potential hazard to the monorail system itself or to the personnel working on it, an immediate stop of the monorail system can be initiated.

[0019] The swiveling device can be designed, on the one hand, to controllably dampen, block, or allow a swiveling motion caused by forces acting on the support frame. This essentially corresponds to the technology mentioned in the aforementioned DE 10 2004 061 990 A, to which explicit reference is hereby made.

[0020] Alternatively, the swiveling device can also be designed to actively cause the support frame to swivel, for example hydraulically or by electric motor.

[0021] The verification process for enabling or blocking by the higher-level controller can stipulate that, if the verification is successful and no correction is required, no feedback communication occurs from the higher-level controller to the local unit. Alternatively, it can be stipulated that the enabling or blocking by the higher-level controller must be confirmed before the pivot can actually be enabled or blocked. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. These show: Fig. 1 a section of a monorail system for transporting objects in a side view with a horizontally running support rail; Fig. 2 a rear view of the in Fig. 1. Suspended monorail system shown, looking in the direction of transport shown; Fig. 3 a section of the suspended railway system according to the Fig. 1 and Fig. 2 in a side view with the support rail inclined upwards in the transport direction relative to the horizontal plane; and Fig. 4 a section of the suspended railway system according to the Fig. 1 to 3 in a side view with the support rail inclined downwards in the transport direction relative to the horizontal plane. DESCRIPTION OF PREFERRED EXAMPLES

[0023] The Fig. 1 and Fig. Figure 2 shows a suspended track system 10 for transporting objects, such as for transporting pallets loaded with goods.

[0024] The suspended track system 10 comprises a support rail 12, which is attached, for example, to the ceiling of a hall or to support pillars (not shown) in a manner known per se, and to whose underside connecting pieces 14 are attached longitudinally spaced apart from one another, of which in Fig. 1 two can be recognized.

[0025] A support rail 16 is attached to the connecting pieces 14 of the retaining rail 12 via C-shaped fastening elements 18 such that the support rail 16 runs vertically spaced from and parallel to the retaining rail 12. The end of one leg of the C-shaped fastening elements 18 is connected to a vertical side surface of the support rail 16, while the other leg is attached to the connecting piece 14 on the retaining rail 12.

[0026] On the support rail 16, two roller-guided drive carriages 20, spaced apart from each other in a transport direction T, travel and grip the support rail 16 from its free longitudinal side, as is known per se. As in particular in Fig. As can be seen in Figure 2, each drive carriage 20 is driven by an electric motor 22 mounted on it. Other drive types are also possible, such as a drive chain connected to the drive carriages 20 and running along the support rail 16.

[0027] The transport direction T is used here only as a reference direction. It is understood that the monorail system 10 can also be operated in a transport direction opposite to the transport direction T assumed here. That is, the direction of movement of the monorail system 10 runs along the support rail 16 in both directions.

[0028] The drive cars 20 are rigidly connected to each other via a support beam 24, the end sections 26 and 28 of which are attached to the underside of each drive car 20.

[0029] The support beam 24 has a downward-facing mounting flange 30 in its center, to which a first joint part 32 of a joint 34 is attached. The first joint part 32 is connected to a second joint part 38 of the joint 34 via a horizontal pivot axis 36 perpendicular to the transport direction T.

[0030] The second joint part 38 of the joint 34, in turn, is attached centrally to the central beam 40 of a double-T-shaped support structure 42, one of which is a crossbeam 44 in Fig. 2 can be seen.

[0031] A support frame 48 is attached to the central beam 40 of the support structure 42 via hinges 46 in such a way that it can pivot about the hinge axes which are parallel to the transport direction T.

[0032] The support frame 48 comprises a rectangular, in Fig. 1 horizontally lying frame 50, to which the hinges 46 are attached. From the corner areas of the frame 50, a Fig. A frame beam 52 extends vertically downwards from the frame 50, with the two frame beams 52 attached to the same longitudinal end of the frame 50 being connected by horizontal cross braces 54 arranged perpendicular to the direction of movement to form a frame structure 56. At their bottom ends, the frame beams 52 form a receiving structure 58 onto which goods can be placed. In the embodiment described here, the receiving structure 58 and the support frame 48 as a whole are dimensioned such that the support frame 48 can accommodate pallets 62 loaded with goods 60, as indicated by dashed lines in the figures. The goods 60 can be a single item or several items stacked on the pallet 62.

[0033] As particularly in Fig. As can be seen in Figure 2, a connecting plate 64 is provided on the inside of each frame 56, the ends 66 of which project laterally beyond the corresponding frame 56 and which is arranged on the frame frame 50 of the support frame 48 adjacent to the end area of ​​the corresponding frame 56.

[0034] The ends 66 of the connecting plates 64 are each connected to the end face of a crossbeam 44 of the support structure 42 via telescopic damping elements 68. The connecting ends of the damping elements 68 are pivotable about an axis 70 on the crossbeam 44 of the support structure 42 and about an axis 72 on the connecting plate 64, with both axes 70 and 72 running parallel to the transport direction T.

[0035] In the middle of the front of the in Fig. A cylinder bracket 74 is flanged to the crossbeam 44 of the support structure 42, by means of which a hydraulic cylinder 76 is pivotably mounted about a horizontal axis 78 perpendicular to the transport direction T. The hydraulic cylinder 76 is a conventional piston cylinder with a cylinder housing and a piston rod 84 attached to the piston, which extends from the cylinder housing. The two fluid-filled pressure chambers of the hydraulic cylinder 76 communicate via a fluid line 82 equipped with a throttle valve 80.

[0036] The hydraulic cylinder 76 is arranged in the cylinder holder 74 such that its piston rod 84 points towards the support beam 24. The outer end of the piston rod 84 of the hydraulic cylinder 76 is pivotably connected to the end face of the end region 28 of the support beam 24 via a bracket 86, with the pivot axis 88 being perpendicular to the transport direction T and to the plane of the paper. The throttle valve 80 of the hydraulic cylinder 76 is connected via a line 90 to a local control unit 92, which is arranged here on a drive carriage 20. The local control unit 92 receives signals via another line (not shown) from a Fig. 2 sensor unit 96 to be detected, which is attached to a drive carriage 20 in such a way that it reads a coding 94 arranged along the support rail 16 on a code rail 95 (cf. Fig. 2) can read and which of the read coding 94 sends corresponding signals to the control unit 92.

[0037] The local control unit 92 communicates with a higher-level control unit 110 – indicated by the radio symbols. This communication link between the local control unit 92 and the higher-level control unit 110 can be wireless or wired. In particular, a bidirectional communication link is possible, enabling the transmission of data from the local control unit 92 to the higher-level control unit 110 and vice versa.

[0038] Rollers 98 are attached to each end face of the crossbeams 44 of the support structure 42, each of which is mounted on a horizontal axis perpendicular to the transport direction T.

[0039] These serve for lateral guidance when the support rail 16 has a curvature in the horizontal plane, so that the track of the suspended railway system 10 runs in a curve. For this purpose, lateral guide rails are provided in such curved sections of the suspended railway system 10 (not shown here), into which the rollers 98 enter when the support frame 98 enters the curved section.

[0040] Two rubber buffers 100 are provided on the underside of the support beam 24; these will be discussed in more detail below. An infrared distance sensor 102, acting in the direction of transport, is attached to the front drive carriage 20 (relative to the assumed transport direction T). A reflector plate 104, pointing against the direction of transport, is attached to the rear drive carriage 20. Furthermore, a passive spacer 106, in the form of a shock absorber, pointing in the direction of transport T, is provided on the front drive carriage 20.

[0041] The suspended monorail system 10 described above works as follows: To transport objects, the support frame 48 is loaded with the transport goods 60 in the usual manner. The electric motors 22 are switched on simultaneously and in a coordinated manner, so that the entire conveyor system with the loaded transport frame 48 begins to move in the transport direction T.

[0042] As mentioned above, the two pressure chambers of the hydraulic cylinder 76 are fluid-filled and communicate via the fluid line 82. Therefore, if a force is exerted on the piston rod 84, causing it to be pushed into or pulled out of the cylinder of the hydraulic cylinder 76, such movement of the piston rod 82 is possible if the throttle valve 80 of the line 82 in the fluid flow path from one chamber of the hydraulic cylinder 76 to the other is open.

[0043] With the valve 80 open, the support structure 42, and consequently the associated support frame 48, can pivot about the pivot axis 36 of the joint 34.

[0044] A pivoting of the support frame 48 is desirable if the monorail system has 10 sections in which the support rail 16 is inclined relative to a horizontal plane, as is the case in the Fig. 3 and Fig. Figure 4 shows the route of the suspended monorail system 10. Fig. 3 in the transport direction T chosen here upwards, whereas in Fig. 4 is directed downwards.

[0045] In such sections, it is necessary that the load-bearing frame 48 can align itself with respect to the vertical. If the load-bearing frame 48 were rigidly connected to the support beam 24 and thus to the drive means 22, rather than being articulated, the load-bearing material 60 would tilt relative to the vertical. Depending on the degree of inclination of the inclined section of the monorail system 10, it would then be possible for the load-bearing material 60 to tip over due to gravity and fall out of the load-bearing frame 48. This danger is particularly present if the load-bearing material 60 consists of loosely stacked individual items.

[0046] As in Fig. As can be seen in Figure 3, the bracket 86, connected to the piston rod 82 of the hydraulic cylinder 76, and the cylinder bracket 74, which supports the hydraulic cylinder 76, move towards each other when the support rail 16 moves upwards in the transport direction T. During this process, the piston rod 82 is pushed into the cylinder of the hydraulic cylinder 76, and fluid from the lower chamber is forced through the fluid line 82 into the upper chamber of the hydraulic cylinder 76.

[0047] Does the support rail 16 run downwards in the transport direction T, as shown in Fig. As shown in Figure 4, the situation is reversed and the piston rod 82 is pulled out of the cylinder of the hydraulic cylinder 76, with fluid being forced from the upper chamber into the lower chamber of the hydraulic cylinder 76.

[0048] The pivoting of the support frame 48 occurs solely due to the weight of the transported goods 60. The joint 34 thus ensures that the transported goods remain essentially aligned with the vertical in an inclined section of the monorail system 10, thereby preventing the transported goods 60 from tipping over.

[0049] In the area of ​​the monorail system 10 where the support rail 16 transitions from a horizontal section to an inclined section, the transport speed decreases in the horizontal direction. This allows the support frame 48 to initially pivot about the pivot axis 36 of the joint 34 out of its vertical orientation, in the transport direction T. This initial pivoting movement is desirable because it compensates for the resulting forces.

[0050] Following this initial pivoting movement, the support frame 48 is pivoted in the opposite direction to the first pivoting direction, beyond the vertical axis. The support frame 48 would then perform an oscillating movement beyond the vertical axis and thus begin to swing, which could cause the transported goods 60 to tip over.

[0051] To prevent such uncontrolled vibrations, the throttle valve 80 is provided in the fluid line 82 of the hydraulic cylinder 76.

[0052] When the support frame 48 enters a transition area of ​​the monorail system 10 between the horizontal and inclined sections of the support rail 16, the flow cross-section of the valve 80 is adjusted via the control device 92 such that damping occurs when the fluid flows from one chamber of the hydraulic cylinder 76 to the other, thus braking the pivoting movement of the support frame 48. This prevents the support frame 48 from oscillating beyond the vertical after the initial pivoting movement mentioned above.

[0053] A pivoting of the support frame 48 about the pivot axis 36 is thus possible, whereas a periodic oscillation of the same about the pivot axis 36 beyond the vertical is prevented.

[0054] If the initial pivoting movement of the support frame is undesirable, the transport speed of the monorail system 10 can be adjusted to avoid it. If the support frame 48 enters a transition area between a horizontal and an inclined section of the support rail 16 at a sufficiently slow speed, the initial pivoting movement of the support frame does not occur; instead, it remains aligned with the vertical by the downward force of gravity, pivoting about the pivot axis 36.

[0055] Preferably, in such operation of the monorail system 10, the throttle valve 80 remains closed and the support frame 48 is thus locked in its vertical position when the support frame 48 is located in a horizontal section or in a section of the support rail 16 inclined at a constant gradient. The throttle valve 80 is only opened while the support frame 48 is in a transition area between the sections to allow for vertical alignment. This allows the movement of the support frame 48 to be stopped or resumed without causing it to oscillate due to braking or acceleration forces.

[0056] For targeted control of the valve 80, the control unit 92 works in conjunction with the sensor unit 96, which reads the code 94 attached along the support rail 16. This code 94 can, for example, include position information, so that the control unit 92 can control the valve 80 of the hydraulic cylinder 76 according to the position of the support frame 48 when entering a transition area of ​​the monorail system 10. Furthermore, the control unit 92 can be programmed with data that includes, for example, the weight of the conveyed goods 60, in order to dampen the pivoting or oscillation of the support frame 48 influenced by the weight of the conveyed goods 60, or to completely prevent it by closing the valve 80.

[0057] Furthermore, the control unit 92 is designed to communicate the locally determined position information and the associated control data for the valve 80 of the hydraulic cylinder 76, corresponding to its enabling or blocking, to the higher-level control unit 110. The control unit 110 is designed to verify this position and enabling data.

[0058] The higher-level control unit 110 can, for example, perform a plausibility check of the transmitted data. This check can be carried out using previously stored reference data, which defines, for instance, the intended areas in which damping or blocking of pivoting movements is to occur and which must correspond to the actual area of ​​the monorail system. Alternatively or additionally, the check can also include verifying the plausibility of the operating states of the monorail system, for example, based on the system's recent history or on permissible states. The higher-level control unit 110 can perform this check not only based on a single local control unit 92, but also by involving multiple or all local control units 92.

[0059] The result of the check may be that, in the case of a positive result, no data is transmitted to the local control unit 92 and the local control unit 92 continues its operation without hindrance. Only if the higher-level control unit 110 detects a deviation during the check will the higher-level control unit 110 send corresponding commands to the local control unit 92 or take over control directly.

[0060] Alternatively, it can be provided that the local control unit 92 requires release by the higher-level control unit 110 to control the valve 80 of the hydraulic cylinder 76.

[0061] Furthermore, it may be provided that if the higher-level control system 110 detects a dangerous or impermissible operating condition, an emergency stop is initiated for individual parts of the system or for the entire monorail system.

[0062] Depending on the goods being transported and the application of the monorail system 10, it may be sufficient to adequately dampen the oscillation of the support frame 48 without requiring an adjustable throttle valve 80 in the fluid line 82. In this case, the control device 92 could also be omitted. Sufficient damping could then be achieved, for example, by selecting a sufficiently small cross-section for the fluid line 82.

[0063] If the support frame 48 is not loaded with transported goods 60, it is not necessary to prevent or dampen any oscillation of the support frame 48 about the pivot axis 36 of the joint 34 beyond the vertical. However, to prevent oscillations of the support frame 48 exceeding the travel of the piston rod 84 of the hydraulic cylinder 76, two rubber buffers 100 are provided on the underside of the support beam 24. These are oriented such that the support structure 42, at a certain degree of pivoting about the pivot axis 36 of the joint 34, abuts one of the rubber buffers 100, as shown in the Fig. 3 and Fig. 4 is clearly visible.

[0064] By connecting the support frame 48 to the support structure 42 via the hinges 46, the support frame 48 can pivot laterally relative to the transport direction T when the support rail 16 runs in a curve. In this process, the receiving structure 58 of the support frame 48 moves outwards due to centrifugal force, and the support frame 48 tilts relative to a vertical plane running parallel to the central beam 40 of the support structure 42.

[0065] This prevents the transported goods 60 from falling laterally out of the support frame 48 in a curve of the support rail 16. The damping elements 68 prevent the support frame 48 from oscillating laterally.

[0066] The infrared distance sensor 102 of the conveyor hanger works in conjunction with the reflector plate 104 of a second, preceding conveyor hanger. If the distance to the preceding conveyor hanger falls below a predetermined safety distance, the electric motors 22 of the conveyor hanger are controlled accordingly, so that its speed is reduced and the predetermined safety distance is maintained again.

[0067] In the event that this safety device malfunctions, a spacer 106 pointing in the transport direction T is provided on the front drive carriage 20. This allows the conveyor carriage to approach a preceding conveyor carriage only until the spacer 106 collides with the preceding conveyor carriage. The spacer 106, designed as a shock absorber, also dampens the impact.

Claims

[1] Method for controlling a monorail system, wherein the monorail system (10) has - a support rail (16) with at least one substantially horizontally oriented section and another inclined section relative to the horizontal, - at least one support frame (48) for receiving items to be transported (60), wherein the support frame (48) has - a swivel device (76, 92) for controlled swiveling of the support frame (48) about an axis perpendicular to the axis of movement along the support rail (16), with the steps a) Local determination of a position of the support frame (48) along the support rail (16); b) Communicating the position to a higher-level control system (110) of the monorail system (10); c) Local release or blocking of the swivel depending on the position; d) Communicating the release or blocking to the higher control system (110) and e) Checking whether the higher-level controller has enabled or disabled (110), f) wherein the swiveling device comprises a fluid-operated braking device with an adjustable throttle valve by which the swiveling is dampened, released or blocked. [2] Method according to claim 1, wherein the checking includes comparing with release or blocking positions stored in the higher-level control (110). [3] Method according to claim 1 or 2, wherein, depending on the verification, the release or blocking can be overridden by the higher-level control (110). [4] Method according to one of claims 1-3, wherein an emergency stop of the monorail system (10) can be triggered depending on the verification. [5] Method according to one of the preceding claims, wherein the pivoting device (76, 92) is designed to controllably dampen, block or allow pivoting caused by forces acting on the support frame. [6] Method according to one of claims 1-3, wherein the pivoting device is designed to actively cause the support frame to pivot.

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