TRANSPORT SYSTEM FOR PRODUCTION, ASSEMBLY AND / OR LOGISTICS PROCESSES, COMPRISING SEVERAL DRIVERLESS RAIL VEHICLES

Description

FIELD OF APPLICATION AND STATE OF THE ART

[0001] The invention relates to a transport system for production, assembly, and / or logistics processes with multiple driverless rail vehicles. The invention particularly relates to a transport system comprising driverless rail vehicles with at least one collision sensor module.

[0002] Such a transport system with such a driverless rail vehicle is known.

[0003] US 2001 / 0003958 A1 describes a monorail system comprising several suspended rail vehicles, each of which has an optical collision sensor module on its front side. The optical collision sensor module comprises four sensors, each with a slot, the slots being arranged along the sides of a rectangle.

[0004] EP 1 216 910 A1 describes an electric overhead conveyor with several carriages, each carriage having a distance sensor which monitors the distance to the preceding carriage.

[0005] DE 10 2012 008 846 A1 shows a driverless transport system with several driverless transport vehicles, each of which has an environment detection device by means of which a detection field can be adjusted to avoid collisions, wherein a size of the detection fields of the driverless transport vehicles can be adjusted depending on specific driving tasks of the driverless transport vehicle.

[0006] WO 2004 / 028881 A1 shows a multi-sensor system for route monitoring for an autonomous mobile unit, in which different sensor types are fused and the route is monitored using the fusion result.

[0007] DE 100 29 041 A1 shows a control device for a rail vehicle with two antennas, one of which is arranged in the front area of the rail vehicle to receive radio signals from a rail vehicle traveling ahead in the direction of travel, and the other antenna is arranged in the rear area of the rail vehicle to transmit radio signals to a rail vehicle traveling behind. TASK AND SOLUTION

[0008] The object of the invention is to provide a transport system with a driverless rail vehicle that enables faster or more time-saving operation.

[0009] The invention solves this problem by providing a transport system with the features of claim 1. Advantageous further developments and / or embodiments of the invention are described in the dependent claims.

[0010] The transport system according to the invention for production, assembly, and / or logistics processes comprises at least one rail and several driverless rail vehicles for production, assembly, and / or logistics processes, which can be moved along the rail under sensor monitoring for material transport. Furthermore, the driverless rail vehicles each have a front and a rear chassis, a transport platform, and a front and a rear optical collision sensor module. The collision sensor modules are designed for the automatic and contactless detection of another rail vehicle, if present, on the rail and for the, in particular automatic, avoidance of a collision with the other rail vehicle. Furthermore, the collision sensor modules each have a detection range of at least 140°, in particular of at least 160°, in particular of at least 180°.The optical collision sensor modules each comprise several distance measuring units aligned to a common vertex.

[0011] The front and rear collision sensor modules are each optical collision sensor modules. The optical distance measuring units can be based on electronic distance measurement using a time-of-flight measurement, a phase position measurement, or laser triangulation of light, especially lasers. In other words, the optical distance measuring units can have a light transmitter and a light receiver. The light receiver can evaluate the intensity, color, or time-of-flight of the light received by the light transmitter. The wavelength of the light can be in the range of 660 nanometers (nm, visible red light) to 940 nm (infrared range). In short, the optical collision sensor module can have a laser scanner.

[0012] The distance measuring units each transmit a linear sensor signal, which is reflected by a measurement object. The reflected sensor signal is detected by the optics. In an advantageous embodiment, the distance measuring units are based on a pulsed operation method, whereby a phase shift between the transmitted sensor signal and the reflected sensor signal is evaluated for distance detection, and a signal quality is also determined. By combining several distance measuring units, a detection range of at least 140° is created. The signal quality can be used as additional information.

[0013] On individual track sections, the movement of the driverless rail vehicle can be controlled exclusively via the collision sensor modules, whereby, for example, the speed of the driverless rail vehicle is controlled depending on the distance to another rail vehicle located in front of or behind the rail vehicle on the track section.

[0014] If the other rail vehicle is present, the collision sensor module can detect the other rail vehicle and, as a result of the detection, avoid a collision. The collision sensor module can be configured to initiate and / or execute braking of the rail vehicle to avoid a collision, possibly to a standstill, based on the detected distance. If no other rail vehicle is present, especially in the vicinity, the rail vehicle does not need to brake.

[0015] In particular, the driverless rail vehicle can be in front of a curve in the track and the other rail vehicle can be behind the curve in the track. The relatively large detection range enables the other rail vehicle behind the curve to be detected. This means that the rail vehicle can move towards and / or into the curve at greater speed, in particular without a collision occurring. This can be referred to as sensor-monitored cornering. In particular, the rail vehicle does not need to wait before the curve until it receives a signal that the track behind the curve is clear. This can be referred to as dynamic cornering. As a result, the rail vehicle can negotiate curves more quickly or with less or no time delay.

[0016] Furthermore, the relatively large detection range enables the transport of relatively wide materials, especially with dimensions of 600 millimeters (mm) by 900 mm.

[0017] The detection area can be a horizontal detection area. In other words, the detection area can be located in a horizontal plane or in a plane of movement, which can be defined in particular by the rail vehicle and / or the rail.

[0018] In addition, the collision sensor module or its detection range can be aligned such that a center of the detection range can be located in an extension, in particular a longitudinal axis, of the rail vehicle and / or a direction of movement of the rail vehicle.

[0019] Furthermore, the collision sensor module can be designed to be adaptive. In particular, the collision sensor module can evaluate and assign different contours. For this purpose, the signal quality of a reflected sensor beam can be determined and evaluated.

[0020] Furthermore, the rail vehicle can have at least one movement element, such as a roller, for rail-bound movement. In particular, the roller can be mounted so as to be rotatable about a vertical axis or a vertical axis.

[0021] A driverless rail vehicle can be understood as a rail vehicle with its own drive, in particular an electric drive, which can move independently between two or more stations of a production, assembly and / or logistics process. In particular, the rail vehicle can have or carry one or more energy storage devices for electrical energy to supply the electric drive. The energy storage device can be a rechargeable storage device for electrical energy, referred to as an accumulator or battery for short. Additionally or alternatively, a drive by means of a fuel cell is conceivable, as described, for example, in WO 2005 / 118365 A1. In particular, the drive can drive the at least one moving element, if present.

[0022] The driverless rail vehicle can be designed or constructed in particular as described in DE 195 13 095 A1, EP 0 728 647 A1, DE 198 37 975 A1, DE 101 21 436 A1 and / or WO 2005 / 118365 A1, the disclosures of which are hereby incorporated by reference in their entirety.

[0023] The rail vehicle can be called a shuttle.

[0024] In one embodiment, the driverless rail vehicle is movable forwards and backwards along a rail for material transport. The driverless rail vehicle has a front collision sensor module and a rear collision sensor module. The front collision sensor module is designed to, in particular automatically, detect another rail vehicle, if present, on the rail in front of the rail vehicle and to, in particular automatically, avoid a collision with the other rail vehicle. The rear collision sensor module is designed to, in particular automatically, detect another rail vehicle, if present, on the rail behind the rail vehicle and to, in particular automatically, avoid a collision with the other rail vehicle.

[0025] The front collision sensor module enables forward travel, in particular without the rail vehicle needing an external signal that the track ahead is clear. This can be referred to as sensor-monitored forward travel. The rear collision sensor module enables reverse travel, in particular without the rail vehicle needing an external signal that the track behind it is clear. This can be referred to as sensor-monitored reverse travel. As a result, the rail vehicle can travel forwards and backwards more quickly, or with less or no time delay, particularly in a terminal station. The front collision sensor module can be different from the rear collision sensor module, but is preferably identical in construction.

[0026] The driverless rail vehicle has a front bogie and a rear bogie. The front collision sensor module is arranged, in particular fastened, on the front bogie. The rear collision sensor module is arranged, in particular fastened, on the rear bogie. This enables the collision sensor modules to be optimally aligned for detecting another rail vehicle. This is because the bogie is typically aligned in the direction of movement or travel when moving or traveling, in particular around a curve. In particular, the collision sensor module or its detection range can be aligned such that a center of the detection range can lie in an extension, in particular a longitudinal axis, of the bogie. The bogie can be referred to as the running gear or travel axle or carriage or drive head.In particular, the front chassis may be different from the rear chassis, but in particular may be structurally identical. The front chassis and the rear chassis are connected, in particular mechanically, by means of a transport platform.

[0027] In a further development of the invention, the driverless rail vehicle has at least one electric traction drive and at least one pantograph. The pantograph is designed to rest against at least one conductor rail provided on or in the region of the rail to supply the electric traction drive with electrical energy. Furthermore, the rail vehicle can have a lifting mechanism for lifting the pantograph from the conductor rail.

[0028] The lifting mechanism makes it possible to reduce or even completely avoid the risk of electrical short circuits. In particular, if the driverless rail vehicle has a transport platform, as described above, loading and / or unloading the transport platform can cause the rail vehicle to move perpendicular to the rail. Additionally or alternatively, lifting the rail vehicle from the rail or placing it on the rail can cause the rail vehicle to move perpendicular to the rail. If the pantograph were not lifted, it could come into contact with the rail and / or the conductor rail at an unwanted point and trigger or cause an electrical short circuit. The short circuit could cause a problem, which could in particular lead to a delay in operation.The lifting mechanism thus enables faster and more time-saving operation.

[0029] The current collector and / or the busbar can be designed or constructed in particular as described in DE 198 37 975 A1, the disclosure of which is hereby incorporated by reference in its entirety.

[0030] The lifting mechanism can be an automatic lifting mechanism for automatic lifting. Additionally or alternatively, the driverless rail vehicle can have a user-operable control device, such as a pushbutton, for triggering the lifting mechanism. Furthermore, the lifting mechanism can be designed to place the pantograph onto the conductor rail.

[0031] In a further development of the invention, the electric drive and the pantograph are integrated into the chassis. This allows a transport platform, as described above, to eliminate the need for these components, if present, and can be optimized for other tasks or functions. Additionally, the lifting mechanism and / or the pantograph housing can be integrated into the chassis.

[0032] The movement of the rail vehicles takes place, at least in sections, without signals supplied from outside, for example by means of a central control unit.

[0033] In a further development of the invention, at least one transponder is provided. The transponder is designed for placement in the area of the rail, in particular on the rail, and contains at least one piece of information for the rail vehicle. Furthermore, the rail vehicle has a reading device for reading the information from the transponder, in particular automatically.

[0034] This allows at least one piece of information to be read or captured while moving, particularly while passing, or driving, particularly while passing. In other words, the driverless rail vehicle does not need to stand still or stop to read the information. This enables faster and more time-efficient operation.

[0035] This also enables simple operation and control of the transport system. In particular, a central control system, if present, of the transport system does not need to record the current position on the rail of the driverless rail vehicle and what information the rail vehicle requires for this position. The appropriate information can be arranged at the appropriate position on the rail using the transponder. In particular, the information can be stored permanently or statically on the transponder, at least temporarily during operation. In other words: the transponder does not need to be in information or signal communication with the central control system, if present, or to be newly or dynamically loaded with different information for each passing rail vehicle.

[0036] The information can, in particular, be a driving instruction, such as a destination address, a speed, especially before a curve, and / or information specific to one or more rail vehicles. The specific information can, for example, be that the rail vehicle with the number 3 should travel to station III. Additionally or alternatively, the information from the transponder, which can be transponder I, can, for example, be that the rail vehicle should travel past the next two transponders II and III and only stop again at transponder IV.

[0037] The rail vehicles are preferably moved between two transponders under sensor monitoring.

[0038] The transponder can be designed for positive, non-positive, and / or material connection to the rail. In particular, it can be glued to the rail.

[0039] The reader may be a radio reader. In particular, the reader may be configured to transmit an electric and / or magnetic field and to receive a field from the transponder for reading purposes.

[0040] A rail profile can, in particular, have two inclined surfaces arranged in an A-shape, along which rollers, if present, of the rail vehicle rotating about vertical axes of rotation can be moved according to EP 0 728 647 A1. In particular, in advantageous embodiments, the rail profile can have a section with an at least substantially diamond-shaped cross-section, wherein two rollers and two support rollers arranged parallel to the rollers can roll along the four surfaces of the diamond-shaped cross-section. The rail can, in particular, be designed or configured as described in DE 195 13 095 A1, EP 0 728 647 A1, DE 198 37 975 A1, DE 101 21 436 A1 and / or WO 2005 / 118365 A1, the disclosures of which are hereby incorporated by reference in their entirety.

[0041] In a further development of the invention, the transponder is a passive transponder. In particular, a passive transponder can mean that the transponder can draw the energy required for communication and for processing internal processes exclusively from a field of the reader. This eliminates the need for the transponder to have its own power supply. Furthermore, this can allow the transponder and the reader to work together only over short distances. As a result, interference with another, particularly spatially separate, transponder and / or another, particularly spatially separate, reader can be reduced or even completely avoided.

[0042] In one embodiment of the invention, the passive transponder is an RFID tag and the reader is an RFID reader.

[0043] In a further development of the invention, the reading device is arranged, in particular fastened, on the front or rear chassis. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Further advantages and aspects of the invention emerge from the claims and from the following description of preferred embodiments of the invention, which are explained below with reference to the figures. In the figures: Fig. 1 a transport system according to the invention for production, assembly and / or logistics processes with at least one driverless rail vehicle according to the invention in a schematic view, Fig. 2 the rail vehicle of the Fig. 1 in a schematic front view with an adjacent pantograph, Fig. 3 the rail vehicle of the Fig. 1 in a schematic front view with a lifted pantograph, Fig. 4 the rail vehicle of the Fig. 1 in a schematic side view, Fig. 5 the rail vehicle of the Fig. 1 in a perspective view from top left, Fig. 6 the rail vehicle of the Fig. 1 in another perspective view from top right, Fig. 7 the rail vehicle of the Fig. 1 in another perspective view from the bottom right, Fig. 8 the rail vehicle of the Fig. 1 in another perspective view from the back top left, Fig. 9 the rail vehicle of the Fig. 1 in another perspective view from the front and Fig. 10 the rail vehicle of the Fig. 1 in yet another perspective view. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0045] Fig. 1shows a transport system 1 according to the invention for a production, assembly, and / or logistics process. The transport system 1 comprises several driverless rail vehicles 3. In the illustrated embodiment, the transport system 1 comprises seven rail vehicles 3. In alternative embodiments, the transport system can comprise at least five, in particular at least ten, in particular at least twenty, in particular at least fifty, or in particular at least one hundred rail vehicles.

[0046] Furthermore, the transport system 1 comprises at least one rail 21, in particular with curves, in particular a rail network. In the illustrated embodiment, the transport system 1 comprises only a single rail 21. In alternative embodiments, the transport system 1 can comprise at least five rails, in particular at least ten, in particular at least twenty, in particular at least fifty, or in particular at least one hundred rails.

[0047] The driverless rail vehicle 3 for a production, assembly and / or logistics process is movable along the rail 21 for material transport.

[0048] The illustrated transport system 1 enables an autonomous movement of a rail vehicle 3 to a destination address, wherein a route and / or a movement profile, ie a speed of the rail vehicle 3, possible waiting points, braking and acceleration processes, etc., do not have to be specified by a central system.

[0049] In the illustrated embodiment, the transport system 1 comprises a plurality of transponders 80. The transponders 80 are each designed to be arranged in the region of the rail 21, in particular on the rail 21, and have at least one piece of information Info for the rail vehicle 3. In addition, the rail vehicle 3 has a reader 81 (see. Fig. 4 ) to read the information Info from the transponder 80.

[0050] In detail, transponder 80 is a passive transponder. Specifically, passive transponder 80 is an RFID tag, and reader 81 is an RFID reader.

[0051] In addition, the driverless rail vehicle 3 has two chassis 60, 61. The reading device 81 (cf. Fig. 2 to 4 ) are arranged.

[0052] In the illustrated embodiment, the transport system 1 has a transponder 80 before each curve and switch or junction 20 of the rail 21 and at each station 4. In alternative embodiments, the transport system can have only a single transponder or at least two transponders. The information Info provided by the transponder 80 can prepare the rail vehicle 3 for the curve or switch. Furthermore, the transponder(s) can be arranged differently in alternative embodiments.

[0053] In the illustrated embodiment, there are three stations 4 along the rail 21 for processing a conveyed material 9 transported by means of the rail vehicles 3 (cf. Fig. 10 ). The rail vehicle(s) 3 move automatically between the stations 4 of the production, assembly and / or logistics process.

[0054] For automatic movement, the driverless rail vehicles 3 each have two collision sensor modules 50, 51 (cf. Fig. 2 to 10 ) on.

[0055] The rail vehicles 3 are described below with reference to the Fig. 2 to 10 further explained.

[0056] As shown schematically in Fig. 2 and 3As shown, the driverless rail vehicle 3 for rail-bound transport has movement elements designed as rollers 73, as described in EP 0 728 647 A1, by means of which it can be moved along the rail 21. In particular, the rollers 73 are each mounted for rotation about a vertical axis of rotation.

[0057] Furthermore, the illustrated driverless rail vehicle 3 has at least one electric drive 30 and at least one current collector 31 in the form of a roller (see also Fig. 7 and 9 ). The electric traction drive 30 is designed to drive the at least one movement element 73. The current collector 31 is designed to bear against at least one conductor rail 25 provided on the rail 21 to supply the electric traction drive 30 with electrical energy. Furthermore, the rail vehicle 3 has a lifting mechanism 32 for lifting the current collector 31 from the conductor rail 25, as shown in Fig. 2 to recognize.

[0058] In the illustrated embodiment, the lifting mechanism 32 has at least one user-operable operating device 33 in the form of a push button for triggering the lifting mechanism 32. In alternative embodiments, the lifting mechanism may additionally or alternatively be an automatic lifting mechanism for automatic lifting.

[0059] The driverless rail vehicle 3 further comprises a current collector housing 34. The lifting mechanism 32 is designed to retract the current collector 31 into the current collector housing 34 during lifting.

[0060] In addition, the electric drive 30 has a short-circuit-proof control electronics 35 with a protective diode 36 and / or a protective fuse 37.

[0061] Furthermore, the driverless rail vehicle has two chassis 60, 61. The electric traction drive 30 and the pantograph 31 are integrated into one chassis 60, 61. In the illustrated embodiment, the lifting mechanism 32 and the pantograph housing 34 are also integrated into the chassis 60, 61.

[0062] The Fig. 4 to 10 show embodiments of a rail vehicle 3 with two collision sensor modules 50, 51. The collision sensor module 50, 51 is each designed to detect another rail vehicle 3 on the rail 21 (cf. Fig. 1 ) and designed to avoid a collision with the other rail vehicle 3. In addition, the collision sensor module 50, 51 each has a detection range EB of at least 140°, in particular a horizontally oriented detection range.

[0063] In detail, the collision sensor module 50, 51 is an optical collision sensor module. In the illustrated embodiment, the collision sensor module has five optical distance measuring units 500 or optics with five, in particular horizontally overlapping, light beam ranges a, b, c, d, e. In alternative embodiments, the collision sensor module can have more or fewer distance measuring units or optics, at least two optics with two light beam ranges. The distance measuring units 500 are aligned towards a common apex. In the illustrated embodiment, the distance measuring units 500 are each arranged at an angular spacing of 35°, thus creating a detection range of at least 140°. Furthermore, the driverless rail vehicle 3 has two bogies 60, 61. The collision sensor modules 50, 51 are arranged on the bogies 60, 61.In detail, the collision sensor modules 50, 51 or their detection areas EB are each aligned such that a center of the detection area EB lies in the extension, in particular a longitudinal axis, of the chassis 50, 51.

[0064] The driverless rail vehicle 3 is preferably movable forwards and backwards along the rail 21. Furthermore, the driverless rail vehicle 3 has the two collision sensor modules 50, 51, wherein one collision sensor module is a front collision sensor module 50 and the other collision sensor module is a rear collision sensor module 51, as shown in particular in Fig. 4 and 6to be recognized. The front collision sensor module 50 is designed to detect another rail vehicle 3 on the rail 21 in front of the rail vehicle 3 and to avoid a collision with the other rail vehicle 3. The rear collision sensor module 51 is designed to detect another rail vehicle 3 on the rail 21 behind the rail vehicle 3 and to avoid a collision with the other rail vehicle 3.

[0065] In addition, the driverless rail vehicle 3 has two chassis 60, 61, one chassis being a front chassis 60 and the other chassis being a rear chassis 61. The front collision sensor module 50 is arranged on the front chassis 60. The rear collision sensor module 51 is arranged on the rear chassis 61.

[0066] Furthermore, the driverless rail vehicle 3 has a transport platform 40. The transport platform 40 is arranged on the chassis 60, 61, in particular, it is mounted so as to be rotatable relative to them about a vertical axis or a vertical axis. In detail, the front chassis 60 and the rear chassis 61 are connected by means of the transport platform 40.

[0067] As in Fig. 10 As shown, the material to be conveyed 9 is arranged on the transport platform 40 by means of a workpiece carrier 41.

[0068] In particular, the driverless rail vehicle 3 is designed for a payload of up to 50 kilograms.

[0069] The embodiments shown and explained above are merely examples and numerous modifications are conceivable.

[0070] As the embodiments shown and explained above make clear, the invention provides an advantageous transport system that enables faster or more time-saving operation.

Claims

1. Transport system (1) for production, installation and / or logistics processes, comprising - at least one rail (21) and - a plurality of driverless rail vehicles (3), which are movable along the at least one rail (21) for a material transport while being monitored by sensor, - wherein the driverless rail vehicle (3) has a front chassis (60), a rear chassis (61) and a transport platform, characterized in that the transport platform (40) is arranged on the chassis (60, 61) and rotatable with respect to the chassis (60, 61), and in that the driverless rail vehicles (3) each have a front collision sensor module (50) and a rear collision sensor module (51), - wherein the front collision sensor module (50) is configured for capturing a further rail vehicle (3) on the rail (21) in front of the rail vehicle (3) and for avoiding a collision with the further rail vehicle (3), - wherein the rear collision sensor module (51) is configured for capturing a further rail vehicle (3) on the rail (21) behind the rail vehicle (3) and for avoiding a collision with the further rail vehicle (3), - wherein the front collision sensor module (50) is arranged on the front chassis (60) and wherein the rear collision sensor module (51) is arranged on the rear chassis (61), - wherein the collision sensor modules (50, 51) each have a capturing region (EB) of at least 140 degrees, and - wherein the collision sensor modules (50, 61) are optical collision sensor modules and each have a plurality of optical distance measurement units which are oriented toward a common vertex.

2. Transport system (1) as claimed in claim 1, characterized in that the driverless rail vehicle (3) has at least one electric drive (30) and at least one current collector (31), which are integrated in the front or the rear chassis (60, 61).

3. Transport system (1) as claimed in claim 1 or 2, comprising - at least one transponder (80), which is configured for being arranged in the region of the rail (21) and has at least one piece of information (Info) for the rail vehicle (3), - wherein the rail vehicles (3) each have a reader device (81) for reading the information (Info) from the transponder (80).

4. The transport system (1) as claimed in claim 3, characterized in that the transponder (80) is a passive transponder.

5. The transport system (1) as claimed in one of claims 3 or 4, characterized in that the passive transponder (80) is an RFID tag, and wherein the reader device (81) is an RFID reader.

6. The transport system (1) as claimed in one of claims 3 to 5, characterized in that the reader device (81) is arranged on the front or rear chassis (60, 61).