Method for driverless material transport of fiber bundles in a spinning mill

Abstract

The application relates to a method for transporting fiber bundles (64) by means of a plurality of driverless self-driving vehicles (1; 63) in a spinning mill with a track network (32; 49; 69) and a central control unit (61) which determines the routes of the vehicles (1; 63) on the track network (32; 49; 69), wherein the vehicles (1; 63) each have a drive unit (2), an energy storage device (25) for supplying energy to the drive unit (2), a receiving device (3) for the at least one fiber bundle (64), a track reading device (29) for detecting and following a guide track (58) of the track network (32; 49; 69) and a point reading device (30) for detecting and reading reference points (59) of the track network (32; 49; 69), characterized in that the control unit (61) sends instructions to the vehicles (1; 63) to follow the routes Commands are transmitted with at least one of the reference points (59), and the vehicles (1;63) execute the commands at the respective reference points (59), the control system (61) guiding the vehicles (1; 63) on the route network (32; 49; 69), which connects a starting group (34, 51) of similar textile machines (35, 52) delivering the fiber bundles (64) and a target group (36, 53) of similar textile machines (37, 54) fed with the fiber bundles (64), from the starting group (34, 51) to the target group (36, 53) and from the target group (36; 53) back to the starting group (34, 51).

Description

[0001] The invention relates to a method for transporting fiber bundles, in particular fiber tapes or cotton windings, by means of a plurality of driverless self-driving vehicles in a spinning mill with a track network and a central control system that determines the routes of the vehicles on the track network, wherein the vehicles each have a drive system, an energy storage device for supplying energy to the drive system, a receiving means for the at least one fiber bundle, a track reading device for recognizing and following a guide track of the track network and a point reading device for recognizing and reading reference points of the track network.

[0002] WO 2020 / 170097 A1 discloses how to monitor a large number of centrally controlled vehicles in a spinning mill by means of a central control system and to control the material flow between the textile machines based on the contents of the vehicles stored in a database.

[0003] The familiar AGVs are available to the control system for further use after completing a transport order from a delivering textile machine to a receiving textile machine. Their flexible deployment within the spinning mill is a significant advantage. These AGVs are equipped with sophisticated hardware for environmental perception, position determination, orientation analysis, and movement coordination, such as laser scanners, ultrasonic sensors, or radar, along with corresponding data processing equipment for navigation. Commissioning one of these AGVs in a new project with a new route network, defining rules and permitted areas, and troubleshooting requires considerable engineering effort from highly qualified specialists. Often, additional external aids such as mirrors, markers, or positioning devices are necessary for precise positioning.

[0004] WO 2023 / 217669 A1 describes the installation of RFID tags as reference points in the floor of a track network, with a magnetic strip serving as a guide between them, and the integration of an automated guided vehicle (AGV) into the base of a spinning can. The AGV navigates the track network using a programmable logic controller (PLC). CN 21743686 U proposes an AGV for pushing a mobile winding trolley.

[0005] The object of the invention is to simplify the transport of fiber bundles using driverless self-driving vehicles in the spinning mill.

[0006] This problem is solved starting from the method according to the preamble of claim 1 with the characterizing features. Advantageous embodiments are specified in the dependent claims.

[0007] It is intended that the control system transmits commands to the vehicles for traveling the routes, each with at least one of the reference points, and the vehicles execute the commands at the respective reference points, with the control system guiding the vehicles on the route network, which connects a starting group of similar textile machines delivering the fiber bundles and a target group of similar textile machines fed with the fiber bundles, from the starting group to the target group and from the target group back to the starting group.

[0008] In other words, the vehicles can be used in a self-contained network. All textile machines in the initial group and the target group are integrated into the network, allowing the vehicles to access each machine without leaving the network. The vehicles fulfill their tasks by transporting material from the machines in the initial group to those in the target group and then returning empty. The vehicles cannot access any textile machines other than those in the initial group or target group, thus creating the self-contained network.

[0009] The material flow thus occurs between the textile machines connected to the track network via vehicles within a potentially more comprehensive track network of the spinning mill. The track network connects the starting group of similar delivering textile machines with the target group of similar fed textile machines, and the central control of the vehicles can therefore be limited to or modularized for such discrete track networks. The track network comprises exactly one starting group and exactly one target group. The starting group includes those textile machines at which the vehicle receiving devices are filled or loaded with the fiber bundles produced or dispensed by the starting group. The target group comprises those textile machines at which the fiber bundles produced or dispensed by the textile machines of the starting group are removed from the vehicle receiving devices.

[0010] The modularization simply requires that, after each transport order, the vehicles are not made available throughout the entire network of tracks of the spinning mill, which can comprise several self-contained track networks, but rather are returned from the destination group to the starting group, analogous to the transport order. On the outbound journey, the vehicles transport the fiber bundles from the starting group to the destination group; in other words, the vehicles are loaded or full, and on the return journey, the vehicles travel back empty.

[0011] Such a limited or modular route network allows even with several hundred or thousand vehicles to shift the navigation and collision monitoring of each individual vehicle to the central control system. Since the controlled vehicles do not need their own navigation capabilities, they can be significantly simplified compared to the state of the art. The point-reading device for the reference points and the track-reading device for the guide lane constitute a much reduced, and therefore cost-effective, level of vehicle intelligence compared to the state of the art, yet sufficient for operation according to an exemplary procedure. The guide lane forms marked routes, for example in a spinning mill, from which the autonomously controlled vehicles cannot deviate.

[0012] The vehicles thus execute the commands of the central control system at the reference points in the track network. These reference points can be located anywhere in the track network where a change in the vehicle's state might be necessary. Therefore, the central control system only needs to transmit the commands associated with the respective reference point to the vehicles. Furthermore, it can be stipulated that the vehicles execute the commands of the central control system exclusively at the reference points in the track network.

[0013] Furthermore, the procedure may include the vehicle storing successive commands for executing state changes at the respective reference points. The central control unit can then transmit a command that is to be executed immediately without delay to the vehicle even before the previous command has been completed.

[0014] In the exemplary procedure, the control system can only transmit "simple" commands to the vehicle. "Simple" is understood to mean that the vehicle can execute these commands without further external intervention or additional information, particularly regarding the road network, and, if necessary, solely by following the longitudinal guide track at the front – i.e., in the direction of travel – to the next reference point. Such a "simple" command could also be "Lock Wheels," "Unlock Wheels," "Drive Forward," or "Drive Backward," with a distance to be traveled, or "Turn While Stationary" with a rotation angle as a parameter, "Rotate by a Predefined Angle." The state changes can thus encompass any type of change in the vehicle's state of motion, such as changes in speed or direction. In principle, other state changes can also be specified, such as commands from the "Wait" or "Sleep Mode" groups.

[0015] The "Wait" command causes the vehicle to pause briefly at a reference point. Further movement commands may already be being sent to the vehicle for execution, or they may be sent when further commands are to be executed, for example, when the control system instructs the vehicle to proceed. This may be necessary, for instance, to wait for another vehicle to clear a section of the track. This waiting period prevents collisions with other vehicles still on the section.

[0016] The "sleep mode" command causes almost all electrical consumers to be switched off or deactivated. Only the components maintaining a radio connection to the control system remain operational. This allows for minimal energy consumption during long waiting times, such as during material unloading, and thus a longer charging interval for the vehicle's energy storage system. As soon as the vehicle is required to execute movement commands again, it is woken up via the ongoing radio connection, and all functional elements are reactivated or put back into standby mode.

[0017] Upon receiving the command "Rotate by a specified angle," the vehicle, while stationary at the reference point, rotates around its vertical axis by the angle transmitted as a parameter, for example, 90 degrees clockwise or counterclockwise, or 180 degrees. A longer rotation on the spot is also possible, for example, when filling the collection container, so the angle can also exceed 180 degrees, for example, a multiple of 90 degrees or 180 degrees.

[0018] Furthermore, in an exemplary procedure, the vehicle can transmit messages from the group "functional status", "fault", "charge status", "reference point reached" and "command received" to the control system.

[0019] The message "Operating Status" can include the vehicle's "Normal Operation" state, meaning "no malfunction." Additionally, log data from the vehicle firmware can be transmitted to the control system, and / or non-failure-causing disturbances such as a brief departure from the guidance line. This could trigger a cleaning request for the guidance line or the lane / point reading devices.

[0020] The message "fault" is only issued in the event of an actual disruption to operations and is repeated, for example, at regular intervals of 10 seconds and reads, for example, "no guide track detected", "obstacle on the guide track", "drive blocked", "overvoltage" or "torque at drive wheels too high".

[0021] The "State of charge" message, for example, transmits a percentage or absolute value of the remaining drive energy in the energy storage system as a parameter at regular intervals of, for example, 10 seconds.

[0022] The message "Reference point reached" transmits the identifier of a reference point as a parameter upon its arrival. The control system stores the positions of the reference points in the track network. Using this identifier, the control system determines the vehicle's position within the network. Since the vehicles typically travel at a constant speed on the sections, the control system can output their current positions between the individual reference points with sufficient accuracy, for example, to display the vehicle positions on a screen in a control unit of the spinning mill.

[0023] The message "Command received" transmits as a parameter either a command received from the control system or an identifier of the command type. The vehicle confirms successful communication with the control system with this message. Conversely, if this message is absent, the control system detects a potential problem and initiates appropriate measures, such as a network reachability check ("ping"), an "emergency stop" command, and / or an instruction for manual intervention by the operator.

[0024] Furthermore, in an exemplary procedure, the control system can transmit commands to the vehicle via a wireless network, and the vehicle can then transmit messages back to the control system via the same wireless network. The wireless network can be a local network, limited to the vehicles on the track, or a network based on the IEEE 802.11 standard (so-called "WLAN") or a successor standard. Alternatively, a low-power, low-bandwidth network such as NB-WAN or LoRaWAN can be used. Another alternative is that the control system can be connected to the vehicle via electrical contacts embedded in the guide rail.

[0025] Furthermore, markers, such as RFID tags, can be positioned at the reference points. Radio Frequency Identification (RFID) technology allows for the contactless transmission of data stored on the RFID tags or transponders. Alternatively, the markers can be a barcode or a two-dimensional code, also known as a QR code (quick response code). This allows the vehicle to be guided in a simple and cost-effective manner. The markers contain, for example, a unique identifier for each reference point. Using the point reader, address information, for example, can be read from the markers and transmitted to the control system. The point reader is positioned as close to the ground as possible, for example, on the underside of the drive unit.In the longitudinal direction of the vehicle, the point-reading device is positioned, for example, centrally between the front and rear ends of the vehicle body and further along, for example, in the area of ​​or around the vertical axis. This allows the vehicle to rotate on or above the marker without the point-reading device losing contact with the marker.

[0026] Markers can be placed at any reference point that forms a junction, meaning a point in the route network where several sections terminate. This allows the control system to easily detect when a vehicle reaches the junction. The control system can then, for example, direct the vehicle to stop, turn, or continue straight ahead at the junction. Reference points, and especially marker-equipped reference points, can also be placed between junctions, enabling the control system to detect when a vehicle reaches or passes defined waypoints. Similarly, reference points, and especially marker-equipped reference points, can be placed at the ends of the guidance lane to, for example, mark a parking area or a charging station.

[0027] For example, each section of the track network formed between two adjacent reference points will only be traversed in one direction at any given time. This allows vehicles to travel in close succession. The direction of travel can change and can be predetermined by the control system. The track network can also include sections with a fixed direction of travel. Furthermore, it can be stipulated that each section of the track network formed between two adjacent reference points is only traversed by at most one vehicle at any given time. This "track blocking" is a well-known method from railway operations to ensure a collision-free section.

[0028] Furthermore, in an exemplary method, the guide track can be formed by strips arranged on the ground, which are not current-carrying and can, for example, be magnetic strips. The strips can abut each other, overlap at their ends, or be spaced apart. A maximum distance between the strips can, for example, be less than 600 millimeters and / or be chosen so that it is less than or equal to the distance between the track-reading device and the point-reading device of the vehicle. It is advantageous that the control unit only reacts, for example by stopping the vehicle or by initiating a search run, when the track-reading device has lost the guide track for a defined period and / or a defined distance.The defined time period can, for example, range from 1 second to 5 seconds, although longer or shorter periods are also possible depending on the configuration and design. The maximum distance between the strips can be, for example, less than 500 millimeters. The maximum distance between the strips can be, for example, less than 400 millimeters. The maximum distance between the strips can be, for example, less than 300 millimeters. The maximum distance between the strips can be, for example, less than 200 millimeters. The maximum distance between the strips can be, for example, less than 100 millimeters. These strips could, for example, be installed in the transition area between the ramp of a surface-mounted textile machine and the base plate of the surface-mounted textile machine.An advantage of using non-electrically charged strips is that they do not need to be continuously connected. As a result, the vehicle can be guided in a simple and cost-effective manner. The track-reading device can alternatively be configured to detect and track individual magnetic points, for example, arranged in a grid or as a dotted line at specific intervals on the floor. Alternatively, induction loops embedded in the floor can be used as the guide track. In contrast to these, a magnetic guide track advantageously requires no power source. Furthermore, the vehicle can also be guided over a metallic surface using a magnetic guide track, such as a ramp with metal rails or the base plate of a surface-mounted textile machine.Alternatively, the guide track can be detected and tracked using an optical, infrared or ultrasonic sensor in the track reading device, but these may be more susceptible to contamination.

[0029] The lane-reading device can be located at the front end of the drive unit, positioned longitudinally above the ground (when traveling forward). In particular, the lane-reading device is located at the end of the front section facing away from the rear section. The lane-reading device has a width, transversely to the longitudinal direction, of between 50 mm and 200 mm, for example. The lane-reading device can have several sensors arranged side by side, particularly transversely to the longitudinal direction, enabling the vehicle to precisely follow even curved guide rails. The detection area of ​​the lane-reading device can widen towards the ground in a funnel shape, so that the area detectable on the ground is larger than the width of the lane-reading device. The distance of the lane-reading device from the ground is, for example, between 20 mm and 50 mm.This ensures sufficient ground clearance so that the vehicle can travel safely and without interference over the surface and enables precise guidance of the vehicle along the guide track. The track reading device can provide an analog or a digital output signal. The digital version is less expensive than the analog version, and it has been shown that while a deviation of the track reading device or its sensors from the center of the guide track (so-called "center deviation") is only indicated discretely in digital steps, this is sufficient for guiding the vehicle. With the analog version, the output voltage would be proportional to the center deviation.

[0030] Furthermore, in an exemplary procedure, the route network, its geometric dimensions, the reference points and their geometric positions within the network, and / or the arrangement of the guide track can be stored in the control system. In such an exemplary procedure, the control system can determine the positions of the vehicles based on reported identifiers of the reference points, as well as plan the routes of the vehicles through the route network and control the vehicles along these planned routes.

[0031] Furthermore, in an exemplary procedure, routes driven by the vehicle can be stored in the control system. These stored routes, in conjunction with stored production data from the textile machines at the start and end points, document the material flows in the spinning mill. This enables simple and cost-effective material tracking.

[0032] In an exemplary process, the type of textile machines supplying the material can include carding machines, drawing machines, creels for drawing machines or sliver winding machines, combing machines, sliver winding machines, lap winders, and the like. The type of textile machines being fed can include creels for drawing machines or sliver winding machines, lap winders, combing machines, and the like, as well as spinning machines such as rotor spinning machines, air-jet spinning machines, or flyers. The supplying textile machines are all similar spinning preparation machines, whereas the textile machines being fed can be similar spinning preparation machines or spinning machines. The type of textile machine supplying the material differs from the type of textile machine being fed in each specific combination.For example, fiber slivers delivered from integrated drawing machines (supplying textile machines) connected to carding machines can be transported by vehicles to drawing machines (feeding textile machines). These machines then feed the fiber slivers to the drawing machines in a known manner, without the need for vehicle transport. The vehicles can be integrated into the known spinning process, for example, like conventional spinning cans. Another example is the transport of fiber slivers from drawing machines, such as pre-drawing machines, regulating machines, and double-head drawing machines, to drawing machines or flyers. Many other combinations are possible in the spinning mill; the two examples above are just a few.

[0033] Furthermore, in an exemplary process, the vehicle can be a driverless, self-propelled spinning can or a driverless, self-propelled winding cart. In a manner known per se, ribbon-like bundles of fibers, also called fiber ribbons, can be transported by means of the spinning cans, and wound bundles of fibers, also called cotton coils, can be transported by means of the winding carts. The fiber bundle can comprise natural fibers such as cotton, cellulose, hemp, and the like, synthetic fibers, as well as blends of natural and synthetic fibers.

[0034] Furthermore, in an exemplary procedure, every route from the starting point to the target group can lead via exactly one main route of the network. By defining a main route, navigation can be reduced to route calculation from the starting point to the main route and from the main route to the destination, thus significantly simplifying the process. The main route can have exactly one lane. This can be advantageous for small-scale operations or small networks, which sometimes only cover short distances between the starting point and the target group. Additionally, the main route can have several parallel lanes for vehicles. This can reduce waiting times when transport volumes are high.

[0035] In an exemplary process, the vehicles can alternately travel along the main route, or at least one of the lanes, from the starting group to the target group and vice versa. It is advantageous that, due to organizational processes, similar textile machines in the spinning mill often deliver vehicles filled with fiber bundles or release empty vehicles for further use at similar times. Based on these times, periods can be defined in which no full vehicles are arriving from the starting group to the target group, and thus empty vehicles can travel in the opposite direction on the same main route from the target group to the starting group. Alternatively, the route network can form a loop with a second main route for the longitudinal direction from the target group to the starting group.

[0036] Furthermore, in such an exemplary process, the route network can include an empty buffer and a full buffer for the vehicles, whereby, for example, the full buffer can be located closer to the starting group and the empty buffer closer to the target group, or vice versa. The empty and full buffers decouple the provision from the demand for loaded and unloaded vehicles and, particularly in an exemplary process with alternating directions of travel on the main line, allow for an extension of the phases reserved for one longitudinal direction. A buffer is understood to be a parking area integrated into the route network where the vehicles can be temporarily parked, with the empty buffer being intended for empty vehicles coming from the target group and the full buffer for loaded vehicles coming from the starting group.Within the storage areas, numerous reference points can be provided to mark individual can storage locations within the buffer area. The number of can storage locations per buffer can vary and depends on the specific requirements of the spinning mill. These requirements may include the number of textile machines in the starting or target group, as well as spatial specifications, etc. The number of can storage locations in the empty or full buffer can significantly exceed the number of textile machines in the target group or starting group on the route network. Integration into the route network includes, among other things, the inclusion of the guide track and the provision of at least one reference point.

[0037] Furthermore, in an exemplary procedure, the route network can include at least one charging station. In other words, at least one charging station can be integrated into the route network. The vehicles then do not need to be manually removed from the route network to charge their energy storage systems, but can be charged under the control of the central control system.

[0038] In a spinning mill, several track networks can be set up, operating independently of each other. This allows for particularly simple control of vehicle movements. Such a system is characterized by the aforementioned advantages. Here, too, the central control system manages vehicles only within the track network assigned to each individual vehicle. Vehicles across different track networks can be controlled by a single central control system or, alternatively, by separate central control systems.

[0039] The vehicles can be manually transferred between track networks or autonomously switch between them via defined access routes. For example, if a spinning mill has several parallel production lines, one of which is temporarily idle, the vehicles can be deployed to the active production line(s). This can reduce the number of vehicles required for operation within the spinning mill. If each track network is assigned its own separate radio network and the markers of the reference points each point to the radio network of the assigned track network, the vehicles can be transferred between the tracks automatically or manually, or new vehicles can be integrated into the track network, particularly easily.

[0040] The drive unit can have three or four wheels and, for example, has a height of at least 50 mm and at most 260 mm.

[0041] When configured as a self-propelled spinning can, the interior of the vehicle enclosed by the receiving device for the ribbon-like fiber bundle can have an inner diameter of at least 350 mm and at most 1200 mm. The receiving device can be a round can with a circular cross-section around its vertical axis or a rectangular can with a rectangular cross-section around its vertical axis. A spring-loaded plate can be arranged in the interior, which sinks to the bottom of the container due to the increasing weight of the fiber bundle when it is deposited. Alternatively, when the vehicle is configured as a winding cart, the receiving device can be trough-shaped to hold the wound fiber bundle, i.e., the cotton wool roll.

[0042] The vehicle may have a storage medium on which an application program and other data can be stored. In particular, the commands or control commands that the vehicle executes when it detects reference points, especially markers, may be stored on this medium. This allows the vehicle to follow the route specified by the central control system within the road network.

[0043] Furthermore, the vehicle has, for example, a receiver unit to receive commands from the central control system. The central control system can thus manage a large number of such vehicles within the spinning mill. The central control system can be linked to the textile machines to deploy the vehicles as needed.

[0044] Furthermore, the vehicle is equipped with a transmitter unit to send messages to the control system. These messages can include, for example, the vehicle's position data. Specifically, when a marker is crossed, its address data can be read and transmitted to the control system. Other messages can include the vehicle's speed, the state of its energy storage system, lane departures, over-temperature detection, faults in individual control and drive components, current draw of the electric motors, and torque for detecting a grinding blockage or an established connection to a charging interface. The receiver and transmitter units are also integrated into a single radio module.

[0045] To monitor the state of the energy storage system, the vehicle may have a battery management system that provides information about the state of charge or the progress of charging the energy storage system, the integrity state, the temperature of the battery, the current discharge power, the current charging power, or any errors.

[0046] Furthermore, the vehicle features, for example, an externally accessible charging interface for charging the energy storage system, enabling automatic docking at an external charging station. Alternatively, the charging interface is located on the underside of the vehicle, covered by the receiving device. The vehicle can then either drive over the charging interface's connection contacts or charge the energy storage system inductively.

[0047] The route determined by the control system for each vehicle can follow the path defined by the guidance lane from the starting group to the target group, and vice versa. The route can specify the direct path along the guidance lane. However, it can also include all necessary intermediate stops and actions required for efficient and smooth vehicle navigation through the network. These intermediate stops can include, for example, temporary parking in the full or empty buffer zone, approaching a charging station, and similar actions.

[0048] Furthermore, the vehicle may be equipped with a safety device for impact detection to recognize a collision with an obstacle. Upon detection of a collision, the vehicle can stop and report this to the control system. For this purpose, components of the safety device may be located outside the area covered by the vehicle. Touch sensors for the safety device may be integrated into a bumper mounted on the vehicle's mounting bracket or drive unit.

[0049] Furthermore, for example, the vehicle has an on / off switch to manually interrupt or switch on the vehicle's electrical power supply as needed.

[0050] To protect the aforementioned vehicle components from external influences, they can be arranged on the underside of the mounting device. Furthermore, an underbody panel located on the drive system can protect the components from below. The aforementioned vehicle components that protrude laterally beyond the mounting device can be arranged in a common housing.

[0051] Preferred embodiments are explained below with reference to the drawing figures. These show: Fig. 1 a self-driving vehicle on average and Fig. 2. The vehicle in a bottom view, Fig. 3. the vehicle's electrical system, Fig. 4 schematically a first route network, Fig. 5 schematically a second route network, Fig. 6 schematically a third route network , Fig. 7 a flowchart for a process and Fig. 8 another self-driving vehicle.

[0052] The in the Fig. 1 and Fig. The self-propelled vehicle 1 shown in Figure 2 has a drive system 2 and a receiving device 3 – here in the form of a spinning can for a ribbon-shaped bundle of fibers (not shown), here a fiber ribbon. The vehicle 1 can also be referred to as a self-propelled spinning can. A longitudinal direction X, a transverse direction Y, and a vertical direction Z define a Cartesian coordinate system associated with the vehicle 1. The vertical direction Z is perpendicular to the floor 4 of a spinning mill (not shown) when the vehicle 1 is stationary or moving on the floor 4. Such a self-propelled vehicle 1 is shown in WO 2023 / 217669 A1, and its operation and construction are hereby fully incorporated herein by reference.

[0053] In the Fig. Figure 1 shows that the receiving device 3 of the vehicle 1, shown here by way of example, has a cylindrical side wall 5 that extends concentrically around a vertical axis oriented parallel to the vertical direction Z. The vertical axis is represented by a dashed line. The diameter 6 of the interior space 7 enclosed by the side wall 5 is, by way of example, 500 mm, although larger and sometimes smaller diameters are also possible. The receiving device 3 can be closed at the bottom by a container bottom 8 in the form of a disc. The container bottom 8 can be a component of the receiving device 3 and rigidly connected to the side wall 5, or it can be a component of the vehicle 1. To ensure sufficient ground clearance, the container bottom 8 can be offset towards a filling opening 9 at the top of the receiving device 3.The container base 8 divides the interior 7 into an upwardly open filling chamber 10 for receiving the fiber bundle, which is primarily ribbon-shaped, with a height 11 of, for example, 1200 mm (although smaller or larger heights 11 are also possible), and a downwardly open technical compartment 12 with a height 13 of, for example, 110 mm (although the height 13 can be smaller or larger depending on the design of the drive unit 2). The filling volume of the filling chamber 10 is, for example, approximately 339 liters, although larger or smaller volumes are of course possible. The drive unit 2 is inserted into the technical compartment 12 from below.

[0054] The absorption medium 3 is fundamentally soluble, but in the one in Fig. The "assembled state" shown in Figure 1 is permanently connected to the drive unit 2. The mounting device 3 and the drive unit 2 thus form a single unit, namely the driverless self-driving vehicle 1, which is designed for a permanent connection. An electrical housing 15, for example made of a dimensionally stable plastic, can be inserted through the mounting device 3 onto a rear side 14 of the vehicle 1, located in the longitudinal direction X. This housing can contain electronic modules, such as a charging interface 26 and / or a radio module 28. Alternatively, these modules can also be located in the part of the vehicle 1 covered by the mounting device 3, thus eliminating the need for the electrical housing 15.

[0055] The drive unit 2 has a height 16 of, for example, 140 mm and is inserted from below into the technical room 12 in such a way that it protrudes from the bottom by, for example, about 20 mm to ensure sufficient ground clearance.

[0056] In the drive concept shown here as an example, the drive unit 2 has two rigid wheels 17 oriented in the longitudinal direction X of the drive unit 2. The rigid wheels 17 can be driven independently of each other about the transverse axis by means of integrated wheel hub motors 18. The drive unit 2 also has two support wheels 19, 20 arranged one behind the other in the longitudinal direction X, each mounted on the drive unit 2 parallel to the vertical axis and free to rotate. The rigid wheels 17 and, for example, the support wheel 19 leading in the longitudinal direction X are unsprung, while the support wheel 20 trailing in the longitudinal direction X can be sprung. The support wheels 19, 20 are arranged symmetrically with respect to the vertical axis but spaced apart with respect to the longitudinal axis. In principle, the drive unit 2 can also include additional support wheels 19 or 20. For example, the drive unit 2 can have two support wheels 20 and two support wheels 19.

[0057] The vehicle 1 is steered by changing the speed ratio between the two wheel hub motors 18 and thus the rigid wheels 17, and / or their direction of rotation (co-rotating, counter-rotating). For this purpose, each wheel hub motor 18 is connected to a servo inverter 21, which supplies the respective wheel hub motor 18 with the current required for movement. By controlling the wheel hub motors 18 in opposite directions at the same speed, the vehicle 1 can turn on the spot.

[0058] The drive unit 2 is located entirely below the receiving device 3 and is therefore concealed by the receiving device 3 in a top view (not shown). The vehicle 1 thus occupies the same footprint as a manually movable vehicle (not shown) with the same receiving device 3 and can replace it without restriction. For example, the vehicle 1 can be rotated by means of a rotary table on a textile machine or can rotate itself using its own drive unit 2.

[0059] The drive unit 2 comprises rigid wheels 17 and support wheels 19, a vehicle body 22, and an electrical system 23 arranged on the vehicle body 22. The vehicle body 22 has a rigid base plate 24 which rests against the bottom of the container 8 or can form the bottom of the container 8.

[0060] The in Fig. Figure 3 schematically depicts the vehicle electrical system 23, which includes the inverter 21, an energy storage device 25 (here: a battery), and the charging interface 26 for charging the energy storage device 25. The inverter 21 is connected to a control unit 27 of the vehicle electrical system 23 to control the wheel hub motors 18.

[0061] The control unit 27 is a programmable logic controller (PLC) with a programmable memory medium and is configured to control the drive system 2. The control unit 27 is attached to the vehicle body 22 at the base plate 24. The vehicle electrical system 23 includes a battery management system. For this purpose, the control unit 27 is connected to the energy storage device 25. For communication with the central control system, the control unit 27 is connected to the radio module 28, which can be a WLAN radio module.

[0062] Furthermore, the vehicle electrical system 23 includes a lane reading device 29 for contactless detection and tracking of a magnetic stripe. The lane reading device 29 is arranged at the front of the vehicle body 22 in the longitudinal direction X (forward travel). The lane reading device 29 contains, for example, eight sensors spaced apart from each other in the transverse direction Y.

[0063] Furthermore, the vehicle electrical system 23 has a point reader 30 located under the base plate 24 for reading information from RFID tags. Address information is read from the RFID tags by means of the point reader 30 and transmitted to the control unit 27. To protect the vehicle electrical system 23, an underbody panel 31 is arranged at the bottom of the vehicle body 22.

[0064] For safety reasons, the vehicle 1 can be designed to travel over the ground 4 at a maximum speed of 0.3 meters per second with a total weight of up to 200 kg. By way of example only, the vehicle's electrical system 23 can include a safety device 65 for impact detection. This device can have components located outside the area covered by the receiving element 3 in order to detect a collision with an obstacle as early as possible. For example, a touch sensor 66 can be integrated into a bumper 68 and connected to the control unit 27 to stop the vehicle 1 upon impact detection. The safety device 65 can include a safety relay 67 to monitor the connection between the touch sensor 66 and the control unit 27. Thus, the touch sensor 66 can, for example, be a normally closed contact that closes upon impact.For this purpose, the bumper 68 can preferably be made of a flexible material so that the normally closed contact is closed when the bumper 68 is compressed, particularly elastically. However, it is also possible to use a normally open contact instead of the cost-effective normally closed contact. Alternatively or additionally, the vehicle 1 can also have sensors that monitor its surroundings in order to stop before an obstacle.

[0065] In the Fig. Figures 4 to 6 show three possible route networks (32, 49, 69) as examples. The route networks 32, 49, and 69 shown here are merely examples of possible route networks; the specific route alignment, the number of textile machines and their arrangement relative to each other, etc., must always be adapted to the requirements of the spinning mills and their local conditions.

[0066] The in Fig. 4 The first route network 32 shown for the execution of an exemplary process connects in a spinning mill not further shown a starting group 34 of, here by way of example, ten fiber bundles, here fiber strips delivering textile machines 35 with a target group 36 of six fiber bundles, here fiber strips fed textile machines 37.

[0067] The textile machines 35 of starting group 34 are identical textile machines, in particular spinning preparation machines, for example, carding machines. The delivering textile machine fills the fiber bundle into the filling chamber 10 of the receiving device 3 of the respective vehicle 1 via the filling opening 9, and the fiber bundle is then removed from the supplied textile machine. The textile machines 37 of target group 36 are also identical textile machines, in particular spinning preparation machines or spinning machines, for example, creel machines. Each creel machine is connected upstream of a section (not shown) in a manner known per se and has several creel positions 41, here by way of example eight of the creel positions 41 for an eightfold doubling. Each of the 48 creel positions 41 of the six creels 37 shown here by way of example is integrated into the section network 32 and can thus be approached by the driverless self-driving vehicles 1.For clarity, only a subset of the gate positions are marked with reference symbol 41. At each gate position 41, two reference points or markers 59, 60 are provided. The first reference point or marker 59, 60 in the direction of travel designates the waiting position for a subsequent can, and the second reference point or marker 59, 60 in the direction of travel designates the can position below the feed point of gate position 41, from which the fiber tape is drawn. The directions of travel in the track network 32, insofar as these are specified section by section, are indicated by arrows. The directions of travel in the remaining sections 57 can be freely specified by the control system 61.

[0068] Within the starting group 34, the textile machines 35 are connected to a starting track 40 which leads into the main track 33, each with an infeed track 38 and an outfeed track 39.

[0069] The arrows shown along the approach and departure tracks 38 and 39 illustrate the direction of travel of the vehicles 1 on these tracks. Within target group 36, the textile machines 37 are each connected to a destination track 44 extending from the main track 33 via an approach track 42 and a departure track 43. The arrows shown along the approach and departure tracks 42 and 43 illustrate the direction of travel of the vehicles 1 on these tracks.

[0070] A charging station 46 is located on a bypass 45 of the main route 33, but only as an example.

[0071] A full buffer 47 can be connected to the main line 33 between the starting group 34 and the charging station 46, and an empty buffer 48 can be connected between the target group 36 and the charging station 46. These are parking areas where the vehicles 1 can be temporarily parked if necessary. The empty buffer 48 is intended for vehicles 1 coming from the target group 36, whose receiving devices 3 have been emptied at gate positions 41, and the full buffer 47 is intended for vehicles 1 coming from the starting group, i.e., vehicles 1 loaded at the textile machines 35.

[0072] In the Fig. Figure 5 shows an alternative route network 49, which is in addition to or as an alternative to the one shown in the Fig. The track network 32 shown in Figure 4 may be located in a spinning mill (not shown). Track networks 32 and 49 are not connected, although a lock connecting track networks 32 and 49 (not shown) may be provided.

[0073] The route network 49 connects a starting group 51, consisting of ten delivering textile machines 52 (here: carding machines), via a main route 50, with a second target group 53, consisting of eight fed textile machines 54 (here: spinning machines). Within the second starting group 51, the textile machines 52 are connected to a starting route 40, as in the first route network 32. Within the target group 53, the textile machines 52 are connected to four parallel target routes 55. Combined infeed and outfeed routes 42 and 43 branch off from the target routes 55, integrating the spinning positions 72 of the textile machines 52 into the route network 49.

[0074] Starting from target group 53, the target routes 55 are combined into the main route 50 and can be led back to the starting group 51 in an optional loop 56. Instead of or in addition to the loop 56, the routes from the Fig. The four known buffers 47, 48 are integrated. Such a ring closure 56 can also be performed in principle with the one in the Fig. The route network 32 shown in section 4 is used to relieve the target route 44. Furthermore, the full buffer 47, the empty buffer 48, and the bypass 45 with the charging station 46 are integrated into the route network 69 as examples.

[0075] In the Fig. Figure 6 shows another alternative route network 69, which is additional to or an alternative to the one shown in the Fig. 4 or Fig. The 5 track network(s) 32; 49 shown may be provided in a spinning mill (not shown). The track networks 32, 49, 69 are not connected to each other, although a lock section (not shown) connecting the track networks 32, 49, 69 may be provided.

[0076] Route network 69 largely corresponds to route network 49 from the Fig. 5, where no loop 56 is provided. The main track 50, which connects the starting group 51 and the target group 53, is connected to destination tracks 70 and 71, which extend between the textile machines 52 of the target group 53. The destination tracks 70 and 71 have directions of travel that can be either fixed, as shown here with the arrows, or specified by the control system 61 as needed. The combined infeed and outfeed tracks 42 and 43 branch off from the destination tracks 70 and 71, integrating the spinning positions 72 of the textile machines 52 into the track network 69. Furthermore, the track network 69 includes, by way of example, the full buffer 47, the empty buffer 48, and the bypass 45 with the charging station 46.

[0077] In principle, several charging stations 46 can be provided in the respective route network 32; 49; 69. For this purpose, several charging stations 46 and / or further bypasses, each with at least one charging station 46 at other locations in the route network 32; 49; 69, can be integrated into the bypass 45. The driverless self-driving vehicles 1 can dock at the charging station 46 with their charging interfaces 26 to recharge their energy storage 25.

[0078] The structure and function of the track networks 32, 49, and 69 are described jointly below. Each track network 32, 49, and 69 comprises a multitude of sections, designated as sections 57, in which magnetic strips 58 are attached to the floor 4 of the spinning mill as guide rails. The sections 57 each connect two reference points 59, at each of which an RFID tag is attached to the floor 4 as a marker 60. Each track network 32, 49, and 69 thus comprises a multitude of individual sections 57 that are interconnected. Each of these sections 57 represents a specific area or segment on the path from one point to another. The reference points 59 and markers 60 are located in the Fig. Sections 4 to 6 are represented by filled circles. For clarity, only a subset of sections 57 and markers 60 or reference points 59 are labeled with the corresponding reference symbols.

[0079] The geometry of the track networks 32, 49, and 69 can be stored as a 2D line drawing, for example in a DXF file (Drawing Exchange Format file), with additional points and attributes in a shared control system 61, particularly for network-wide use. This makes the entire track network 32, 49, and 69, with its geometric dimensions and marker specifications 60, easily available and usable in the control system 61. This minimizes setup and engineering effort. The method is therefore suitable for a large number of different projects or track networks 32, 49, and 69. Only different DXF files can be uploaded to the control system 61. If there are multiple track networks 32, 49, and 69 within the spinning mill, a separate control system 61 can also be provided for each track network.

[0080] The control unit 61 can use its own WLAN radio network 62 for the respective route network 32; 49; 69, whereby a cross-route radio network 62 can also be used in principle. In operation according to the exemplary procedure, the vehicles 1, upon commands from the control unit 61, travel within the respective route network 32; 49; 69 from the starting group 34, 51 to the target group 36, 53 and transport the fiber bundles from the delivering textile machines 35, 52 to the supplied textile machines 37, 54. The vehicles 1 then return empty to the starting group 34, 51. The control unit 61 can also schedule intermediate stops in the full buffer 47, the empty buffer 48, at the charging station 46, or similar locations as needed.

[0081] Vehicles 1 remain on their respective assigned track networks 32, 49, and 69. Transferring vehicles 1 between track networks 32, 49, and 69, even if the spinning mill has access to more than one of these networks, is not permitted. Providing connecting routes linking track networks 32, 49, and 69 can be advantageous for moving vehicles 1 to the other track network 32, 49, or 69 via the central control unit 61 during planned capacity shifts. Manually moving vehicles 1 to one of the other track networks 32, 49, or 69 is, of course, always possible.

[0082] During its journey, vehicle 1 follows the guide track 58. The control unit 27 controls the wheel hub motors 18 based on the signals received from the track reader 29, such that the guide track 58 runs centrally between the two rigid wheels 17. The spaced rigid wheels 17 and support wheels 19, 20 thus prevent unnecessary driving over the guide track 58, thereby protecting it. When driving straight ahead, the two wheel hub motors 18 operate simultaneously at the same speed, and the support wheels 19, 20 are aligned in the longitudinal direction X. As soon as the guide track 58 deviates from the center of the sensor field of the track reader 29 (center deviation), the control unit 27 determines, based on the changing sensor occupancy pattern during travel, how much correction is necessary to keep the drive unit 2 as centrally as possible over the guide track 58. This is achieved by adjusting the rotational speeds of the wheel hub motors 18 relative to each other.The further the guide track 58 runs from the center, the greater the speed difference must be. The support wheels 19, 20 follow the longitudinal direction X. Steering of the drive 2 is therefore achieved solely by changing the speed of the wheel hub motors 18. In the . Fig. 4 - 6 are the route networks

[0083] Vehicle 1 follows the guide track 58 until the point reader 30 detects a marker 60. From marker 60, vehicle 1 reads an identifier of the reference point 59. Connected to the control unit 61 via the radio network 62, vehicle 1 can transmit the identifier of each read marker 60 to the control unit 61. The identifier is unique and allows the control unit 61 to identify at which reference point 59 vehicle 1 is located, or where vehicle 1 is located within the track network 32, 49, and 69. The control unit 61 can identify vehicle 1, for example, using the UUID (Universally Unique Identifier) ​​of the radio module 28.

[0084] Based on the Fig. 7 presents an exemplary procedure for controlling vehicle 1 on the route network 32 according to the Fig. As described in section 4, the process for transporting fiber bundles by means of the driverless self-driving vehicle 1 starts at start 80 from one of the textile machines 35 of the starting group 34 to one of the textile machines 37 of the target group 36, with the control system 61 determining the route of the vehicle 1 on the route network 32. The control system 61 is responsible for assigning the respective vehicle 1 an optimal route through this route network 32. In doing so, it must take into account which sections 57 the vehicle 1 must pass through to get from its current location to its destination. The route consists of a sequence of sections 57 that the vehicle 1 must travel through.The control system can take into account various factors such as the need for empty cans at the textile machines 35 of the starting group 34, the need for full cans at the textile machines 37 of the target group 36, the current traffic situation, possible obstacles, the speed of vehicle 1, possible priorities and / or restrictions on the route, etc.

[0085] The route from textile machine 35 of starting group 34, for example the one in the Fig. 4 carding machine shown at the top right (starting point A), for textile machine 37 of target group 36, for example the uppermost creel position 41 of the in the Fig. The route from a starting object A, here card 35, and a destination object B, here gate position 41 of the route gate 37, can also be referred to as the total distance.

[0086] In step 81, the control unit 61 divides the total route into several sub-routes i. Each sub-route i has a reference point 59 as a start and another reference point 59 as a destination, whereby further reference points 59 can be crossed in between, at which the vehicle 1 can change its state of motion or simply continue driving, depending on the specifications of the control unit 61.

[0087] The change in the state of motion is actively controlled by the guidance control 61. However, if vehicle 1 merely follows the guide track 58, which can be either straight or curved, this is not a change in the state of motion actively controlled by the guidance control 61.

[0088] At each reference point 59 there is a corresponding marker 60, where the marker 60 at the start of section i can be called the start marker and the marker 60 at the end of section i can be called the destination marker. Depending on the complexity of the route network 32, the length of the total route, etc., the total route can consist of section i or of several sections i. For example, the total route can consist of a single section i if, for example, during a planned charging process of vehicle 1, this is to be done, for example, with regard to the Fig. 4 from the uppermost gate position 41 of the track gate 37 shown on the far right to the charging station 46.

[0089] In step 82, vehicle 1 receives a command x from the central control unit 61. This command can specify the change in movement state that vehicle 1 is to perform at marker 60, which is associated with the command x. In step 83, vehicle 1 executes the command x. In step 84, vehicle 1 transmits the identifier read from marker 60 or its RFID tag to the central control unit 61. If, in step 85, vehicle 1 has not yet reached the target marker 60 of section i, then the next command (increment step 86 with x = x + 1) is executed in step 82. This loop continues until vehicle 1 has reached the target marker 60. For example, the central control unit 61 can send several commands for section i to vehicle 1 simultaneously, which vehicle 1 then follows sequentially. However, it is also possible for the central control unit 1 to transmit each command individually.

[0090] For example, in a packet of transmitted commands, the first command might instruct vehicle 1 to perform a 90-degree clockwise rotation at starting object A, namely at starting marker 60, which may be located under the carding tray. A second command might instruct vehicle 1 to accelerate to a specified speed. A third command might instruct the moving vehicle 1 to perform a counterclockwise rotation at a specified marker 60. The marker 60 specified by the third command could, in principle, be the marker immediately following the marker 60 specified by the second command. However, it is also possible that at least one further marker 60 could lie in between, at which point vehicle 1, lacking a corresponding command for that marker 60, would simply continue moving without changing its state of motion.This means that vehicle 1 may pass through some sections 57 of the sub-route i without specific instructions and only change its state of movement when corresponding commands are sent by the central control unit 61.

[0091] If the query in step 86 indicates that vehicle 1 has arrived at target marker 60 of section i, then step 87 can query whether vehicle 1 has arrived at the specified textile machine 37, or in this case, its gate position 41 of target group 36. If this is not the case, the procedure follows the "no" chain and the next section i=i+1 is traversed in step 86. Finally, when vehicle 1 has arrived at target object B in step 87, the transport from A to B ends, end 89.

[0092] In summary, vehicle 1 follows the route from A to B specified by the control unit 61, which can consist of several segments i or just a single segment i. On each segment i, vehicle 1 traverses the individual sections 57 sequentially until it reaches the destination marker of that segment i. The markers 60 along the route are read by vehicle 1, and their respective identifiers are transmitted to the control unit 61, so that the control unit 61 always knows the location of each vehicle 1 within the route network 32. Based on the known speeds of the vehicles 1, the control unit 61 can calculate or interpolate the current position on the sections 57. Upon reaching destination B, the transport of the fiber bundle from A to B ends. Subsequently, a further procedure can be carried out, which can be analogous to the procedure described above.The control unit 61 can return vehicle 1 from start A, here textile machine 37 from target group 36, to start group 34, whereby it can be returned to any textile machine 35 of start group 34.

[0093] In the first route network 32, in a first phase, the vehicles 1 can travel fully loaded via the main route 33 from the starting group 34 to the full buffer 48, and the vehicles 1 standing at target group 36 can be emptied. Subsequently, the emptied vehicles 1 can travel via the main route 33 to the textile machines 35 of the starting group 34. The emptied vehicles 1 for which there are currently no free spaces at the textile machines 35 of the starting group 36 are moved by the control system 61 to the empty buffer 47. In a second phase, the vehicles 1 are loaded at the textile machines 35, and the vehicles 1 waiting in the full buffer 48 travel to the gate positions 41 of target group 36 to be emptied there again.

[0094] The above is merely an example based on the one in the Fig. The procedure described in section 4 of the track network 32 is applicable analogously to the other track networks 49 and 69. Here, instead of the gate positions 41, the spinning points 72 are used. In the second track network 49, the vehicles 1 always travel in the same direction over the circular main line 50. Full and empty buffers can also be integrated. In the third track network 69, parallel lines 70 and 71 are provided.

[0095] When the energy storage device 25 of one of the vehicles 1 reaches a minimum charge, the control unit 61 directs this vehicle 1 to the charging station 46. There, the charging interface 26 is connected to the charging station 46 and the energy storage device 25 is charged by means of the charging station 46. The procedure described above can be applied analogously, then with the charging station 46 as destination B.

[0096] The control unit 61 can control a vacuum cleaner in an analogous way to the control of vehicle 1 in order to keep the track network 32; 49; 69 clean.

[0097] Textile machines 35, 37, 52, and 54 on the production network 32, 49, and 69 can be activated and deactivated (e.g., taken out of service) via a user interface of the control unit 61. Failures of individual or all textile machines can also be taken into account by the control unit 61.

[0098] By assigning individual supplying textile machines 35; 52, the material mixture at a fed textile machine 37; 54 can be determined and specified. This is easily accomplished because the control system 61 can specify which fiber bundle supplying textile machine feeds which fed textile machine. This is possible down to specifying the creel or spinning position, so that mixtures within the fed textile machine are also possible, for example, by having four of the creel positions supplied by a first defined subgroup of textile machines in the start group and the other four creel positions supplied by a second defined subgroup of textile machines in the start group.

[0099] The information collected in the control unit 61 can be used for material tracking and blend tracing. In the finished yarn product, the exact origin of the raw material can also be determined, including which textile machines 35, 37; 52, 54 were involved in its processing.

[0100] Software updates, such as firmware updates, can be distributed to the vehicles via the 62 radio network. The user interface also allows for the localization of malfunctions, the display of individual affected vehicles, and the monitoring of the battery charge status of the vehicles and the material flow.

[0101] The in Fig.Vehicle 63, shown in Figure 8, is a driverless, self-propelled winding cart. It can be operated and controlled analogously to Vehicle 1. The receiving unit 3 of Vehicle 63 can hold up to four wound fiber bundles 64, also called cotton coils. The winding carts can be used, for example, between a starting group with identical tape winding machines and a target group with identical combing machines. Reference sign 1 vehicle 2 Drive 3. Absorption devices 4 floors 5 side wall 6 diameters 7 Interior 8 Container bottom 9 Filling opening 10 Filling chamber 11 Height 12 Technical Room 13 Height 14 Back 15 electrical enclosures 16 Height 17 rigid wheel 18 wheel hub motor 19 Support wheel, leading 20 Trailing support wheel 21 inverters 22 vehicle bodies 23 On-board electrical system 24 Base plate 25 Energy storage 26 Charging interface 27 Control unit 28 radio modules 29 Track reading device 30-point reading device 31 Underbody paneling 32 Route network 33 Main route 34 Starting group 35 textile machines, delivering 36 Target group 37 Textile machine, fed 38 Approach route 39 Drainage section 40 Starting distance 41 Gate position 42 Approach route 43 Drainage section 44 Finish line 45 Bypass 46 charging stations 47 full buffers 48 empty buffers 49 Route network 50 Main route 51 Starting group 52 textile machines, delivering 53 Target group 54 textile machine, fed 55 Finish line 56 Ring closure Section 57 58 guide lane 59 Reference point 60 markers 61 Control system 62 Wireless network 63 vehicles 64 fiber bundles 65 Safety device 66 Touch sensors 67 safety relays 68 bumpers 69 Route network 70 Finish line 71 Finish line 72 Spin position X Longitudinal direction Y transverse direction Z Upward direction QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 2020 / 170097 A1

[0002] WO 2023 / 217669 A1 [0004, 0052] CN 21743686 U

[0004]

Claims

[1] Method for transporting fiber bundles (64) by means of a plurality of driverless self-driving vehicles (1; 63) in a spinning mill with a track network (32; 49; 69) and a central control unit (61) which determines the routes of the vehicles (1; 63) on the track network (32; 49; 69), wherein the vehicles (1; 63) each a) a drive mechanism (2), b) an energy storage device (25) for supplying energy to the drive system (2), c) a receiving means (3) for the at least one fiber bundle (64), d) a track reading device (29) for detecting and following a guide track (58) of the track network (32; 49; 69) and e) have a point reading device (30) for detecting and reading reference points (59) of the route network (32; 49; 69), characterized by, that the control unit (61) transmits commands to the vehicles (1; 63) for traveling the routes with at least one of the reference points (59) each, and the vehicles (1; 63) execute the commands at the respective reference points (59), wherein the control unit (61) guides the vehicles (1; 63) on the route network (32; 49; 69), which connects a starting group (34, 51) of similar textile machines (35, 52) delivering the fiber bundles (64) and a target group (36, 53) of similar textile machines (37, 54) fed with the fiber bundles (64), from the starting group (34, 51) to the target group (36, 53) and from the target group (36; 53) back to the starting group (34, 51). [2] Procedure according to the aforementioned claim, characterized by , that the vehicle (1; 63) stores successive commands to execute state changes at the respective reference points (59). [3] Method according to any of the aforementioned claims, characterized by, that the control unit (61) transmits further commands from the group “Wait”, “Sleep mode”, “Rotate by a specified angle” to the vehicle (1; 63). [4] Method according to any of the aforementioned claims, characterized by , that the vehicle (1; 63) transmits messages from the group “functional status”, “fault”, “charge status”, “reference point reached” and “command received” to the control unit (61). [5] Method according to any of the aforementioned claims, characterized by , that a marker (60) is attached to each of the reference points (59), in particular the markers (60) being RFID tags. [6] Procedure according to the aforementioned claim, characterized by , that each section (57) of the route network (32; 49; 69) formed between two adjacent reference points is only travelled in one direction at any given time. [7] Method according to any of the aforementioned claims, characterized by, that the guide track (58) is a magnetic strip on the ground (4) of the track network (32; 49; 69). [8] Method according to any of the aforementioned claims, characterized by , that the control system (61) contains the route network (32; 49; 69), its geometric dimensions and in particular the reference points (59) and their geometric positions in the route network (32; 49; 69). [9] Method according to any of the aforementioned claims, characterized by , that routes driven by the vehicle (1; 63) are stored in the control unit (61). [10] Method according to any of the aforementioned claims, characterized by , that the type of delivering textile machines (35, 52) is included in the group of carding, drawing, creel, combing machine and spooling machine and the type of fed textile machines (37, 54) is included in the group of creel, spooling machine, combing machine and spinning machine. [11] Method according to any of the aforementioned claims, characterized bythat the vehicle is a spinning can or a diaper-changing cart. [12] Method according to any of the aforementioned claims, characterized by , that each route from the starting group (34, 51) to the target group (36, 53) leads via exactly one main route (33, 50) of the route network (32; 49; 69). [13] Procedure according to the aforementioned claim, characterized by , that the main route (33, 50) has exactly one lane that can be used by the vehicles (1; 63) or several parallel lanes that can be used by the vehicles (1; 63). [14] Method according to claim 12 or 13, characterized by , that the vehicles (1; 63) travel on the main route (33) or at least one of the lanes alternately from the starting group (34) to the target group (36) and vice versa. [15] Method according to any of the aforementioned claims, characterized by, that the route network (32) includes an empty buffer (47) and a full buffer (48) for the vehicles (1; 63), wherein in particular the empty buffer (47) is located closer to the starting group (34) and the full buffer (48) is located closer to the target group (36). [16] Method according to any of the aforementioned claims, characterized by , that the route network (32) includes a charging station (46). [17] Method according to any of the aforementioned claims, characterized by several separate track networks (32; 49; 69) between two groups of identical textile machines (35, 37; 52, 54).

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