FREE TRANSFER MACHINE, WITH INDEPENDENT AND MOTORIZED CARTS, AND WITH AN ORIENTATION MODULE FOR SUCH CARTS

Abstract

The machine is characterized in that: the travel track defines branches Va - Vb; the module 13 is interposed between the branches and comprises a platform 14 carrying at least three assemblies E, whose sectors 30 and points 32 are linked by actuation controls 60 and which delimit between them two intermediate track segments SIa and SIb interposed in the branches, and a common section TC of length at least equal to that of a trolley and constituting a communication track between the intermediate segments. Application to motorized free-swinging trolley transfer machines.

Description

FREE TRANSFER MACHINE, WITH INDEPENDENT AND MOTORIZED CARTS, AND A MODULE FOR ORIENTING SUCH CARTS This addition concerns the field of transporting various loads or parts of works between work or intervention posts which may be for execution, control, assembly, mounting, verification, etc. The need to use automatic transfer between successive intervention stations has been felt for a long time, with the aim of streamlining a manufacturing, assembly, mounting or processing process and reducing, or even eliminating, human intervention at each of the operational phases of such a process. To achieve this objective, prior art knows several solutions which can be classified into two families corresponding, respectively, to transfer machines with linked carriages and transfer machines with free carriages. This addition relates to transfer machines with free-running trolleys and, more particularly, to those with free-running and motorized trolleys. Such transfer machines have undoubtedly brought significant improvements by offering, in particular, the possibility of modulating the speed of movement of each trolley between intervention stations. The installation and commissioning of such machines has, however, revealed that, despite the undeniable advantages they provided, they were still penalized by the lack of flexibility offered by their configuration in the possibility of adapting the traffic circuit they define for the trolleys. However, the economic imperatives of using such transfer machines, which undoubtedly have a high cost price, imply that they must be able to offer an adaptation of the traffic lane configuration for the trolleys, in order to. to ensure their flexibility of use for the execution of control, assembly, mounting, verification processes, which may have variable phases of execution depending on the requirements of intervention on the loads or work parts carried by the trolleys and transferred by the latter from station to station. The main purpose of the patent was to meet this requirement by proposing improvements to free and motorized trolley transfer machines, such improvements relating mainly to the means used to guide the movement of the trolleys along the traffic lane which can thus present, in plan, a flexible configuration in relation to different intervention stations. The main patent advocated simple, robust, and efficient means of changing the trajectory of trolleys and modifying the plan layout of the track. These means aim, in particular, to enable the installation of switching stations allowing a trolley to be directed along a section of track towards one of two branch tracks, whether or not they connect to the main track. While such means undoubtedly made it possible to meet the intended objective, it turned out that they were not able to solve all the problems of trajectory changes that could be imposed on the carts, as is notably the case in the following examples. A transfer machine with at least one straight traffic lane often requires the implementation of bypasses to bring the trolleys to workstations excluded from the route line, when, for example, their execution time is greater than the longest one taken as the basis for determining the overall operating cycle. In such a case, it is therefore necessary to provide an exit bypass, a route to the station and an entry bypass so that the trolley can re-enter the main traffic lane. In installations of varying complexity, it is also common to encounter branch lines for adjacent stations, which therefore involve the same requirements. In such a case, it is necessary to provide for two contiguous derived stations and for each of them, an input branch, a transfer branch and an output branch. The installation therefore involves contiguous branches with specific functions which significantly increase the footprint and size. In addition to the above configuration case, it would also be desirable, in transfer machines with more or less complex circulation circuits, i.e. initially designed to offer great flexibility of adaptation, to be able to have a module capable of ensuring communication between two circulation tracks of a privileged or main nature. Such a possibility would allow the transfer of trolleys from one track to another according to the traffic program to be executed temporarily with the same installation that could be implemented for different programs. It can therefore be considered that current technology expresses the need for a traffic lane segment with an interconnecting function between at least one main traffic lane and a secondary lane. It would be particularly advantageous if this interconnecting segment could accommodate two-way traffic. The purpose of this addition is to supplement the means according to claim 1 of the main patent, so as to allow the implementation of a common traffic section between two segments of straight tracks capable of being travelled in both directions by rolling carts. In other words, the purpose of the addition is to create a possible orientation and circulation module in x, easily implantable between two segments of straight roads. To achieve the above objectives, the free transfer machine, of the type comprising, according to claims 1 and 10 of the main patent, on the one hand, a traffic track established in relation to intervention stations and delimiting running and guide surfaces, on the other hand, at least one orientation module consisting of a platform disposed in the plane of the running surfaces and carrying at least one guide assembly composed of a lateral guide slide comprising two straight sections and a curved, segmented, movable section, capable of occupying a position connecting the two sections or a retraction position, and also of a switch linked in movement to the curved section and, furthermore, rolling carriages each having lateral groups of guide rollers intended to cooperate with the lateral slide or the switch, is characterized in that - the traffic lane defines two branches of possible path, - the module is interposed between the branches and includes a platform supporting at least three sets of guides whose sectors and needles are linked by actuation controls and which delimit between them two intermediate track segments interposed in the branches and a common section of length at less than or equal to that of a cart and constituting a communication passage between segments intermediaries. Various other characteristics emerge from the description given below with reference to the attached drawings which show, as non-limiting examples, forms of realization of the object of the addition. Fig. 1 is a schematic plan view illustrating a conformal addition free transfer machine. Fig. 2 is a partial plan view corresponding, on a larger scale, to Fig. 1. Fig. 3 is a cross-section taken along line III-III of Fig. 2. Fig 4 is a bottom view of one of the elements of the addition. Figs. 5 to 7 are sections taken, at different scales, along lines VV, VI-VI, VII-VII of Fig. 2. Figs. 8 and -9 are plan views, similar to Fig. 2, but showing a variant implementation. Fig. 10 is a plan view, showing the object of the addition. As in the main patent, an addition transfer machine is composed (fig. 1) of a traffic track I allowing the movement of various parts or loads between intervention stations P1 to P7. The traffic lane I is established in a closed circuit between a table T1 for loading the parts to be transported and a table T2 for unloading such parts. The traffic lane I is mainly made up, as shown in Figs. 2 and 3, of two parallel rails R1 and R2 mounted on a supporting structure II. The rails R1 and R2 are made in any suitable way to delimit horizontal running surfaces 1 and, by their facing faces, vertical lateral guide surfaces 2, taking into consideration a cross-section transverse to the axis of symmetry xx' of the traffic track. Surfaces 1 and 2 are intended to provide support and guidance for motorized carriages 5 comprising, as shown in Figs. 3 and 4, a plate 6 having, on its lower face, rollers 7 projecting slightly from the lateral faces to cooperate with the guide surfaces 2. The lower surface of the plate 6 also carries rolling elements 8 intended to cooperate with the surfaces 1. Some of the rolling elements 8 are driven by a motor unit 11, for example of the electric type, powered from on-board rechargeable batteries 12. The free transfer machine comprises, between two straight but non-parallel track segments S1 and S2, a slewing module 13 including a running platform 14 supported by its own structure. The platform 14 is positioned in the horizontal plane of the running surfaces 1 of segments S1 and S2, to which it is connected by two adjacent sides 141 and 142, parallel to the extreme transverse edges of segments S1 and S2. Sides 141 and 142 define an angle α between them, equal to a given angle ss formed between the axes Longitudinal x of segments S1 and The plate 14 supports a lateral guide slide 16 which is composed of two straight sections 171 and 172, of The length is at least half that of the carriage 5 and they are joined by a curved section 18. The slide 16 is supported by the platform 14, so that its straight sections 17 are aligned with the rails R1 of the segments S1 and S2 located on the inner side relative to the change of direction formed by the segments S1 and S2. The slide 16 consists of a U-shaped cross-section profile having, as illustrated in Fig. 5, a bottom 19 located in a plane raised relative to that of the running surfaces 1 and the platform 14, and parallel lateral faces 20 and 21. The lateral face 20, corresponding to the sections 171 and 172, is aligned with the guide surfaces 2 of the inner rails R1 of the segments S1 and S2. The curved section 18 is substantially centered on a fictitious center C located on the inner side of the guardrail 16 relative to the traffic lane. The curved section 18 is preferably executed so that the bottom of the delimited slide has, as shown in Fig. 6, a raised central part 22, connected by two inclined ramps 23 to the bottom of the straight sections 171 and 172. The transfer machine also intervenes, on at least one and preferably on both lateral sides of each carriage 5, a lateral group 25 of pivoting rollers adapted under the lower face of the plate 6. The group 25 includes a roller 26, called a shedding roller, whose horizontal axis of rotation is located on the transverse median axis z of the carriage 5. The shear roller 26 is arranged so as to be able to cooperate by rolling with the bottom 19 of the slide 16. The group 25 comprises, by cutters, on either side and at an equal distance from the axis of the shear roller 26, two follower rollers 27 whose parallel axes are perpendicular to the plane of the plate 6. The axes of the rollers 27 are also arranged so that these rollers protrude laterally by the same measure as the guide rollers 7. The rollers 27 are mounted so as to be located in a plane parallel to that of the plate 6 and lower than that of the rollers 7 which are arranged above the slide 16 (fig. 7). The means described above make it possible to ensure the support and guidance of a trolley 5 on track I. The trolley 5 rolls on wheels 8 on the rolling surfaces 1, being guided laterally by means of rollers 7 and follower rollers 27. When the carriage 5 leaves segment S1 and approaches platform 14, the front guide rollers 7 leave rails R1 and R2. The carriage 5, however, continues its straight trajectory parallel to the axis xx' of segment S1, since its guidance is still ensured by the rear guide rollers 7 and by the follower rollers 27. When approximately half of the carriage 5 has left segment S1, the first of the follower rollers 27 of the Lateral group 25 corresponding to the inner rail R1 approaches the slide 16 by entering the straight section 171. In this temporary state, the guidance of the carriage 5 is still ensured parallel to the axis x-x', by means of the follower rollers of the inner group 25 and by the rear guide rollers 7. The continued movement of the carriage 5, substantially in the direction f1, has the effect of making the two follower rollers 27 of the inner group 25 cooperate with segment 171. When the following rollers 27 have traveled the entire length of section 171, the rear rollers 7 have left the running surfaces 2 of rails R1 and R2. The carriage 5 is then supported only by section 171, while rolling on wheels 8 on platform 14. The continuous progression of the carriage 5 causes the unloading roller 26 to climb the inclined ramp 23 and, consequently, to raise the longitudinal side of the inner carriage 5 relative to the center C. This unloading, leaving only support on the outer wheels relative to the center C, occurs just before the follower rollers 27 approach the curved section 18. The rollers 27 then follow a curved trajectory causing the carriage 5 to pivot, following a curved path on the pivoting area constituted by the running platform 14. The raising or unloading of the inner side of the carriage 5 allows for the adoption of a rear drive train 9 of the single-drive-shaft type, but is not strictly necessary. When the follower rollers 27 leave the curved section 18, the carriage 5 is aligned parallel to the axis xx' of segment S2. In this situation, the unloading roller follows the inclined ramp 23 located downstream relative to the direction of travel and thus gradually restores the support of the carriage's inner wheels at the turn. The carriage 5 then rests its four wheels on the platform 14, which it gradually leaves to enter the segment Contrary to what was said previously, the front rollers 7 then cooperate with the guide surfaces 2 of the rails R1 and R2 and ensure the support of the carriage 5 which remains guided, also, by the follower rollers 27 which always cooperate with the slide 16. When the carriage 5 is engaged halfway in the segment S2, the follower rollers 27 on both sides cooperate with the surfaces 2 of the rails R1 and R2 which take over the guidance of the carriage 5. As can be seen from the above, by means of simple means, it becomes possible to make a trolley 5 make turns of any determined angular amplitude between segments S and S2 constituting a traffic lane I, the path of which can thus be precisely laid out and chosen according to the plan configuration to be conferred upon it for better adaptation or placement of intervention stations. An example of placement is illustrated in Fig. 1. Fig. 8 shows a development whereby the orientation module 13 is also made to assume a switching function between a segment of traffic track S1, considered upstream with respect to the direction of traffic according to the arrow f1, and one or the other of two segments S2 and S3, one of which makes a given angle with respect to segment S1, while the other is established in alignment with the latter. According to this development, the slide 16 includes a section 18 consisting of a sector 30 with the same construction characteristics as above, but made independently of the two straight sections 171 and 172. The sector 30 is mounted on the plate 14 by means of a pivot 31, so as to be able to occupy a first position in which it connects exactly to the sections 171 and 172, as illustrated by Fig. 8, or a second position, as illustrated by Fig. 9, in which it is offset from the segment 171, in such a way that the outer curved face of this section 18 is located at least in alignment with the face 20 of the section 171. Fig. 8 shows that module 13 includes, in addition, in this embodiment example, a switch 32 consisting of a straight segment of slide with a transverse right section of the same conformation as sections 171 and 172. The switch 32 is mounted on the running plate 14, by means of a vertical pivot 33 located near segment S3 and substantially in alignment with the rail R2 of the latter. The needle 32 is coupled, at its terminal end near segment S1, to a connecting rod 34 located under the plate 14. The connection between the needle 32 and the connecting rod 34 is ensured by a shaft 35 passing through a slot 36 in the plate 14. The link 34 is also coupled at its other end to both the sector 30 and a drive element 38 by a joint passing through an oblong slot 41 in the plate 14. The length of The connecting rod 34 is such that, in the position of sector 30 in connection with sections 171 and 172, the terminal part of the switch 32 near segment S1 is offset outwards relative to rail R2 of this segment. In this position, as illustrated by Fig. 8, a carriage 5 following segment S1 is taken up by the slide 16, as previously stated, to be oriented towards segment Sq after making a turn on the plate 14. When, on the contrary, it is necessary to direct a trolley 5 towards segment S3, the drive unit 38 is controlled to place the sector 30 in the position of removal relative to the section 171. In this position, illustrated by Fig. 9, the switch 32 is forced to pivot on the pivot 33, so as to be aligned, by the face 20, with the guide surfaces 2 of the rails R2 of segments S1 and S3. According to the addition, in a first embodiment, a guidance module 13 is provided that allows movement between two traffic branches Va and Vb, with passage from one to the other and, preferably, in both directions. Such a module 13, schematically represented in Fig. I, is designed according to the addition, so that a trolley 5 traveling on branch Va can be diverted to branch V'b or vice versa, or that such a trolley traveling on branch Vb can be diverted to branch V'a or vice versa. To this end, according to the addition, Module 13 is designed to delimit a common TC section of traffic between branches Va and Vb, to which it connects via two intermediate track segments SIa and SIb. Module 13 thus presents in plan a configuration in x which is obtained by implementing the following means. Figure 10 shows that module 13 includes a plate 14 which is interposed between branches Va, Vb and V'a, V'b, to which it connects as previously stated. Plate 14 supports four assemblies E1 to E4, each constituted substantially as described with reference to Figures 8 and 9, being arranged in the illustrated example in opposing pairs symmetrically with respect to two perpendicular axes AA' and BB', namely E1 and E2 on the one hand, and E3 and E4 on the other, with respect to axis AA', and E1 and E4 on the one hand, and E2 and E3 on the other hand, with respect to the axis BB'. As an example, it is shown that the axis AA' is perpendicular to the axes xx' of the branches V which are parallel to each other. The assemblies E1 and E4 are further linked by a control transmission 60 including a suitable motor 61 for simultaneously controlling the sectors 30 in synchronous reverse movement. Such a control 60 is, for example, comprised of a double-acting linear actuator directly connecting the joints 40 of the sectors 30. In this way, when sector 30 of assembly E1 is controlled to close, sector 30 of assembly E4 is controlled to retract, each sector acting via the connecting rod 34 on the corresponding position of the pointer 32. The E2 and E3 assemblies are also linked by a control transmission 60 which also includes a motorization 61. In one embodiment, this control 60 acts in the opposite direction to the first, such that sector 30 of assembly E2 is in erasure when sector 30 of assembly E1 is in closure and that the reverse is true for sector 30 of assembly E3 with respect to sector 30 of assembly E4 as illustrated by Fig. 10. According to another provision of the addition, sectors 30 of sets E1, E4 on the one hand, and E2, E3 on the other hand, cooperate with common sections 17 brought onto the plateau opposite and on either side of the axis AA' at a distance such that the width of the common TC track section is identical to that useful of branches Va and Vb. Module 13, according to the addition, offers the following circulation possibilities. In the state shown in Figs. 1 and 10, a cart 5 traveling on branch Va in the direction of arrow f1 approaches segment SIa and then assembly Ea, which directs it towards the common trunk TC in the direction of arrow f2. The interactive operation is the same as that described with reference to figs. 2 and 8. During this progression, the trolley 5 is taken over by sector 30 and then simultaneously engages sections 172. The trolley 5 is then taken over by the E3 assembly which guides it in the direction of arrow f3 to take the intermediate track segment SIb leading it onto branch V'b. The same operation can occur in the case of reverse circulation of a trolley 5 arriving at module 13 from branch V'b. To divert a trolley 5 traveling on branch Vb towards branch V'a, it is sufficient to power the controls 60 to close sectors 30 of assemblies E4 and E2 and simultaneously open sectors 30 of assemblies E1 and E3. Such a state also allows a trolley 5 traveling on branch V'a to divert towards branch Vb. It should be noted that the 60 controls can also be individually actuation. In this way, it becomes possible to place the 30 sectors of sets E1 and E2, for example, in a cleared state, to establish continuity between branches Va and V'a via the intermediate segment SIa. In such a state, the common section TC is neutralized. Independently or simultaneously, the 30 sectors of sets E3 and E4 can remain in the closed or cleared position depending on whether branches Vb and V'b are independently switched on or off. It must be considered that module 13 is, in all cases, designed so that the length of the common section TC corresponds at least to the length of a trolley 5. In this way, the common section TC can be used as a communication or branch line between two main tracks and / or as a storage or waiting section for the branch line into which a trolley 5 is to be moved. For such use, it may be advantageous to equip the common section TC with two end stops or barriers, retractable and capable of being programmed or remotely controlled to hold one or more trolleys in the waiting position. According to the addition, in a second embodiment, it is possible to constitute module 13 from three sets, such as E1, E3 and E4 in the absence, for example, of branch V'a. Module 13 then allows the movement of a carriage 5 from branch Vb to V'b or vice versa, and from branch Va to V'b or vice versa by appropriate programmed or unprogrammed actuation of controls 60. The addition is not limited to the examples described and represented, as various modifications can be made to it without going out of its scope.

Claims

DEMANDS 1 - Free transfer machine, of the type comprising, according to claims 1 and 10 of the main patent, on the one hand, a traffic track (V) established in relation to intervention stations (P) and delimiting running surfaces (1) and guide surfaces (2), on the other hand, at least one orientation module (13) consisting of a platform (14) disposed in the plane of the surfaces (1) and carrying at least one guide assembly consisting of a lateral guide rail (16) comprising two straight sections and a segmented curved section (30), movable, capable of occupying a connection position of the two sections or a retraction position, and also of a switch (32) linked in movement to the curved section and, furthermore, rolling carriages (5) each having Lateral groups (25) of guide rollers intended to cooperate with the lateral rail (16) or the switch (32), characterized in that - the traffic lane (V) defines branches (Va - Vb), - the module (13) is interposed between the branches (V1 - V2) and includes a tray (14) carrying to less three sets (E) including sectors (30) and needles (32) are linked by controls actuation (60) and which delimit between them two intermediate pathway segments (SIa and SIb) interposed in the branches (V1 and V2) and a common section (CT) of length at least equal to that of a trolley (5) and constituting a communication route between the segments intermediaries. 2 - Free transfer machine according to claim 1, J characterized in that the module (13) is composed of four sets (E1 to E4). 3 - Free transfer machine according to claim 2, characterized in that the assemblies are arranged in opposition symmetrically two by two with respect to two reference axes (AA' and BB') one of which corresponds to the longitudinal axis of the section (TC). 4 - Free transfer machine according to claim 2 or 3, characterized in that the assemblies are arranged to delimit between them the common trunk (CT) and to define, with the needles (32), intermediate segments (SIa and SIb) interposed between branches (Va - V'a) and (Vb - V'b) constituting the paths (V). 5 - Free transfer machine according to any one of claims 2 to 4, characterized in that the two assemblies arranged on the same side of the longitudinal axis (AA') of the common section (TC) cooperate by their curved and movable sections (30) with a common section (172). 6 - Free transfer machine according to claim 1 or 5, characterized in that the sectors (30) and needles (32) of the assemblies arranged on the same side of the longitudinal axis of the common section (TC) are linked by the same control (60) ensuring their simultaneous reverse actuation. 7 - Free transfer machine according to claim 6, characterized in that the controls (60) of the two pairs of assemblies arranged respectively on either side of the longitudinal axis (AA') of the common section (TC) ensure an inverse operation of the sectors (30) and needles (32) from one pair to the other.