Method for delivering cargo from a cargo receiving section of a vehicle and vehicle for carrying out said method

Abstract

To provide a driverless vehicle solution in which load delivery is performed by the vehicle itself, without the need for actively driven elements at the load delivery station and vehicle. [Solution] In a method for transferring cargo 2 from a cargo receiving section of a vehicle 1 to a cargo transfer station 11, the vehicle 1 is controlled by a vehicle control unit so that the velocity vector of the vehicle 1 is changed just before or when it reaches the cargo transfer station 11, and the direction of the vehicle 1 is adjusted before it reaches the cargo transfer station 11 by the vehicle control unit and / or by at least one guide device arranged within the range of the cargo transfer station 11 so that the movement path of the cargo 2 moving away from the cargo receiving section due to the change in velocity vector ends in the receiving range 14 of the cargo transfer station 11.

Description

[Technical field]

[0001] The present invention relates to a method for transferring load from a load receptacle of a vehicle to a load transfer station.

[0002] The invention also relates to a vehicle for carrying out such a method, the vehicle having a load receiving area arranged on the chassis, the load receiving area being open or configured to be openable at least at the side edges. [Background technology]

[0003] In a conveying system, in particular in a sorting system, the loads are conveyed from at least one sending station to at least one load transfer station and sorted. In a highly dynamic sorting system formed by individual vehicles with a high throughput, a high throughput, i.e. the fastest possible transfer of the loads from the vehicles to the load transfer station (final location), is required. Here, for cost reasons, the load transfer should ideally be able to be done completely by the vehicles themselves, and actively driven elements at the load transfer station and additional active elements on the vehicles, which are only necessary for the transfer, are not necessary and should be avoided as far as possible for cost reasons.

[0004] In the prior art, numerous handover principles are known for driverless (unmanned) transport vehicles and also from the field of conventional sorting technology. Driverless transport vehicles often have active load receiving means (usually horizontally and / or partly vertically movable).

[0005] These include roller tracks, belt conveyors, fork arms, jack-up platforms, articulated robots, specialized grippers, tilting trays, and the like. As such, such driverless transport vehicles are very labor intensive.

[0006] Some driverless transport vehicles have a passive platform from which either a person or some static active technology is picked up.

[0007] Two solutions are also known in which both the driverless transport vehicle and the load transfer station are passive. From DE 10 04 06 13 A1 a device is known which combs the transported goods while the driverless transport vehicle travels through the station, the load being arrested at a static stop at the station. However, this measure can lead to damage to the load at high speeds.

[0008] From patent document 2, a driverless transport system in a storage and picking facility is known, in which the collection of multiple transport items to be removed in succession is not possible without prior active intervention (removal by a person or removal using an active station).

[0009] From DE 10 200 03 133 A1 a tilting device for vehicles with load cases is known. The vehicle drives onto the platform of the tilting device and stops. The platform is then tilted. In order to release the load so that it slides into the recess, the platform on which the vehicle is located is swung (horizontal reciprocating movement) into the tilted position. For load transfer into the recess, a tilting device at the load transfer station with a complex swinging device is therefore required.

[0010] From DE 10 200 03 133 A1 an unloading device for vehicles with a loading platform is known, which can be provided on a vehicle with a loading platform after the vehicle has stopped. The device comprises a frame which is connected to the machine bed and which surrounds the load in the loading platform. The vehicle then travels in a transition extension, whereby the loading platform is pulled away below the frame and the load is unloaded. Removal of the load at the load transfer station is therefore only possible by means of an additional unloading device which can be partially operated manually. [Prior art documents] [Patent documents]

[0011] [Patent Document 1] German Patent No. 102008039764 [Patent Document 2] German Patent No. 102015114370 [Patent Document 3] German Patent No. 69494649 [Patent Document 4] DE 102015118313 Summary of the Invention [Problem to be solved by the invention]

[0012] The object of the present invention is to provide a driverless vehicle solution in which load transfer is performed by the vehicle itself, without the need for actively driven elements in the load transfer station and in the vehicle. [Means for solving the problem]

[0013] This problem is solved according to the invention in a method of the type mentioned at the beginning in that the vehicle is controlled by the vehicle control unit in such a way that the vector of the vehicle's speed is changed just before or upon reaching the load transfer station, and the vehicle is orientated before reaching the load transfer station by the vehicle control unit and / or by at least one guide device arranged in the area of ​​the load transfer station in such a way that the movement path of the load moving away from the load receiving section ends in the receiving area of ​​the load transfer station due to the change in the speed vector.

[0014] Thus, according to the invention, the transfer of the load from the vehicle to the load transfer station is made solely by the load's inertia, without any additional factors. The vector of the vehicle's speed is then changed just before or when it reaches the load transfer station, i.e. the speed value is reduced to a relatively large extent by braking or the like and / or the direction of the speed is changed, so that the load itself moves further by its inertia with its original speed vector (reduced by frictional retardation) from the load receiving section to the load transfer station. For this purpose, the vehicle is orientated beforehand by the vehicle control and / or at least one guide device arranged in the area of ​​the load transfer station in such a way that it is guaranteed that the load lands in the receiving area of ​​the load transfer station.

[0015] Then, according to the first arrangement, the vehicle can be configured to be braked by the vehicle control when reaching the load transfer station, the speed difference between the original speed of the vehicle and the reduced speed can be so large that with appropriate braking the load moves by its inertia to the load transfer station.

[0016] In addition, the vehicle can be configured by the vehicle control unit to travel towards a load transfer station, so that a collision with the load transfer station occurs, where the load transfer station can be equipped with shock absorber and / or spring elements (shock absorbers) that cushion the collision process and possibly transfer the received kinetic energy to the vehicle, which is then repelled in the other direction with high acceleration.

[0017] Alternatively, the vehicle may be configured to be driven unbraked to the load drop station by the vehicle control.

[0018] In both of the above-mentioned embodiments, the vehicle can be repelled in the other direction with high acceleration after contact with the load transfer station, so that the vehicle's residence time at the load transfer station is very short, which makes it possible to transfer a large number of loads in rapid succession and reduce the vehicle's downtime.

[0019] It is furthermore expedient if the vehicle is driven by the vehicle control at an acute angle to the load transfer station.

[0020] Advantageously, the coefficient of friction of the surface of the load receptacle is reduced before reaching the load transfer station, the coefficient of friction can be reduced for the load unloading and increased during travel, so as to ensure that the load does not leave the load receptacle unexpectedly.

[0021] The present invention also provides a vehicle characterized in that the surface of the load receiving portion is formed so as to change the coefficient of friction of the surface that comes into contact with the load, in order to carry out the above-mentioned method.

[0022] The vehicle is then oriented just before reaching the load transfer station such that the load receiving section is open at a side edge, which side edge is directed towards the load transfer station, so that the load can reach the load transfer station by changing the speed vector of the vehicle. During normal travel of the vehicle, the contact surface is configured to ensure that the load remains in the load receiving section. Due to the reduced coefficient of friction before the load is unloaded, the load can easily leave the load receiving section due to its inertia.

[0023] According to a first configuration, the control unit may be configured to generate a control signal to reduce the coefficient of friction for load unloading.

[0024] Alternatively, at least one mechanical actuating element, for example a lever, which can be operated by contact with the load transfer station, can be provided in order to reduce the coefficient of friction of the contact surface, whereby the contact surface is changed via a mechanical lever gear or the like if the actuating element is forcibly mechanically operated by contact of the vehicle with the load transfer station.

[0025] In order to vary the coefficient of friction of the contact surface, it is advantageously possible for the load receiving section to have at least one support surface having a plurality of openings, support elements being arranged in the area of ​​the openings, and the support surface being configured so as to be movable relative to the support elements at least in the vertical direction.

[0026] According to a first configuration, the support element can be formed as a rotatably supported roller or ball.

[0027] Alternatively, the support elements may be formed in the form of nubs or webs.

[0028] If the support elements are designed as rotatably supported rollers or balls, they can preferably have a different coefficient of friction than the rest surface, but this is not necessary.

[0029] Finally, the load receiving section can be configured to have an edge defining portion at at least one side edge, the upper edge of which can be positioned by a relative movement with respect to the surface of the load receiving section at the level of the surface of the load receiving section or below the level of the surface of the load receiving section. For this purpose, the edge defining portion can be formed, for example, pivotably or vertically movable.

[0030] The invention will now be described in more detail, by way of example, with reference to the drawings. [Brief description of the drawings]

[0031] [Figure 1]FIG. 1 is a schematic perspective view of a vehicle suitable for carrying out the method according to a first arrangement; [Diagram 2] FIG. 2 is a schematic perspective view of a vehicle according to a second configuration. [Diagram 3] FIG. 11 is a schematic perspective view of a vehicle according to a third configuration. [Figure 4] FIG. 13 is a schematic perspective view of a vehicle according to a fourth configuration. [Diagram 5] 5 is a perspective view of the vehicle according to FIG. 4 in another position of the load receiving section; [Figure 6] FIG. 13 is a schematic perspective view of a vehicle according to a fifth configuration. [Figure 7] FIG. 13 is a schematic perspective view of a vehicle according to a sixth configuration. [Figure 8] FIG. 13 is a schematic perspective view of a vehicle according to a seventh configuration. [Figure 9] FIG. 2 is a schematic perspective view of a load transfer station according to a first configuration; [Figure 10] FIG. 2 is a schematic perspective view of a load transfer station according to a second configuration; [Figure 11] FIG. 4 is a perspective view of the vehicle according to FIG. 3 with a load before reaching the load delivery station; [Figure 12] FIG. 2 is a perspective view of a vehicle immediately prior to reaching a load delivery station; [Figure 13] FIG. [Figure 14] FIG. 2 is a perspective view of a departing vehicle with delivered cargo; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] A vehicle suitable for carrying out the method described below with reference to Figures 11 to 14 is generally designated by the reference number 1 in each figure. The preferably driverless (unmanned) vehicle 1 for transporting, transferring or removing a load 2 has a flat load receptacle 3 in the embodiment according to Figure 1, in which the load 2 is arranged for transport. The load receptacle 3 consists, for example, of metal or synthetic resin and has a surface 3a which is flat in this embodiment. Furthermore, the vehicle 1 has a chassis generally designated by the reference number 4, on the underside of which running rollers or running wheels (not shown) are arranged.

[0033] In the embodiment shown, the load receptacle 3 is not arranged directly on the chassis 4, but an intermediate body 5 is arranged between the upper side of the chassis 4 and the underside of the load receptacle 3. To protect the load 1 in the load receptacle 3 during transportation, edge delimitations 6 are provided which extend only over a partial area around the load receptacle 3, so that the vehicle 1 is completely open at the side edges.

[0034] In the embodiment according to FIG. 1, the edge delimiting portion 6 is configured in cross section like a web and extends only on one side of the load receiving portion 3 .

[0035] Alternatively, according to FIG. 2, the edge defining portion, also designated by the reference number 6, can also be configured so as to be C-shaped in cross section, i.e., compared to the retaining element 6 according to FIG. 1, it is extended in an arcuate or angular manner in the corner area and thus extends partially to the adjacent side edge of the load receiving portion 3.

[0036] In the embodiment according to Fig. 3, the edge delimiting portion 6 is likewise C-shaped, but has two lateral recesses 7 which allow access to the load receiving area 3 also from the side where the edge delimiting portion 6 is located.

[0037] An upper edge 6a of the edge delimiter 6 can be formed such that it can be positioned by a relative movement with respect to the surface 3a of the load receptacle 3 at the level of the surface 3a of the load receptacle 3 or below the level of the surface 3a of the load receptacle 3. For this purpose, the edge delimiter 6 can be pivotably arranged in the load receptacle 3. Alternatively, a vertical adjustment can also be set.

[0038] 4 and 5 show a vehicle 1, in which the load receiving section 3 has at least one rest surface 8 with a number of openings 9, in the area of ​​which support elements 10 are arranged. In the embodiment according to FIGS. 4 and 5, the support elements 10 are formed in a knob-like manner and are made, for example, of rubber. In this embodiment, the support elements have a higher coefficient of friction than the surface of the rest surface 8. The rest surface 8 is formed so that it is movable relative to the knob-like support elements 10 at least in the vertical direction. This allows the knob-like support elements 10 to be brought from the position shown in FIG. 4, in which they are below the level of the surface of the rest surface 8, to a position above the level of the surface of the rest surface 8 by a vertical relative movement, so that the load 2 rests no longer on the rest surface 8 but on the knob-like support elements 10.

[0039] 4, the support elements 10 are therefore below the level of the surface of the resting surface 8, i.e. the support elements are not active. The vehicle 1 is in this position during load transfer.

[0040] In contrast, Fig. 5 shows the transport position of the vehicle 1, in which the hump-shaped support element 10 penetrates upwards through the opening 9, so that it is effectively above the surface level of the loading surface 8. In this position, the surface of the load receiving area 3 has a higher coefficient of friction than in the position according to Fig. 4.

[0041] Alternatively, the knobby support elements 10 may have a smaller coefficient of friction than the surface of the rest surface 8. In this case, Figure 4 shows the transport position and Figure 5 shows the load transfer position.

[0042] 6 shows a vehicle in which the support elements 10 are formed as elongated rollers. The resting surface 8 is again formed so as to be movable at least in the vertical direction relative to the support elements 10. This allows the support elements 10, formed as rollers, from the position shown in FIG. 6, in which they project upwards beyond the surface of the resting surface 8, to be brought below the level of the surface of the resting surface 8 by a vertical relative movement, so that the load 2 is no longer placed on the support elements 10 but on the resting surface 8.

[0043] If the surface of the resting surface 8 and the surfaces of the support elements 10 have different coefficients of friction, this makes it possible to change the coefficient of friction of the surface of the load receiving area 3 depending on whether the load 2 is to be transported or removed. However, the coefficient of friction of the surface may also be the same for the support elements 10 formed as rollers. If, for the removal or handover of the load, the support elements 10 are raised above the level of the surface of the resting surface 8 and the vehicle 1 is oriented such that the movement path of the load 2 coincides with the turning direction of the support elements 10 formed as rollers, then only turning friction is effective, facilitating the removal of the load.

[0044] Alternatively, the roller-like support elements 10 can be braked and the braking action can be released for unloading the load.

[0045] Figure 7 shows a vehicle 1 which corresponds substantially to Figure 6, with the only difference being that the support elements 10 are formed as rotatably supported roller sections rather than as rotatably supported elongated rollers.

[0046] Figure 8 shows a vehicle 1 which corresponds substantially to Figure 6, with the only difference being that the support elements 10 are formed as rotatably supported balls rather than as rotatably supported elongated rollers.

[0047] In figure 9 a first embodiment of a load transfer station 11 is shown, which comprises a base 12 with a front side 12a, in which preferably shock absorber and / or spring elements 13 (buffers) are arranged.

[0048] Arranged on the load transfer station 11's base 12, formed from an angle molding, is a receiving area 14 which is open at the front side 12a of the base 12 and which otherwise preferably has a side edge 15. In the example shown, the floor of the receiving area 14 first slopes downwards and is designated with the reference number 14a, whereas the rear area is, for example, horizontal and is designated with the reference number 14b.

[0049] FIG. 10 illustrates an alternative load transfer station 11, which differs from the one according to FIG. 9 in that no shock absorber and / or spring elements 13 are provided.

[0050] 11 to 14 show an exemplary method sequence according to the invention:

[0051] 11 shows a load receptacle 11, which does not yet have any load. Instead, a load 2 is placed on a vehicle 1, which drives normally and delivers the load 2 to a load transfer station 11. The vehicle 1 is then already oriented in the direction of travel with the edge demarcation 6 at the rear, so that the load receptacle 3 is open in front in the direction of travel and the load 2 can be delivered forward accordingly.

[0052] In figure 12 the situation is shown where the vehicle 1 is just before the load transfer station 11. The velocity vector of the vehicle 1 may have previously been changed because the vehicle 1 has changed its direction and / or been braked by the vehicle control. However, the vehicle 1 may also be traveling at a constant speed. The load 2 is still on the vehicle 1.

[0053] 13 shows the position of the load 2 moving from the vehicle 1 or the load receptacle 3 to the load delivery station 11 and then the vehicle 1 reaching the load delivery station 11, where the vehicle runs unbraked or at reduced speed against the shock absorber and / or spring elements 13. Due to the change in the velocity vector of the vehicle 1, the load 2 moves due to its inertia in its original direction from the load receptacle 3 to the receiving area 14 of the load delivery station 11.

[0054] If the vehicle 1 is designed in such a way that the coefficient of friction of the surface 3a of the load receiving section 3 can be reduced (embodiment of Figures 4 to 8), the coefficient of friction is correspondingly reduced in order to facilitate the removal of the load 2, which can be done by a control signal of the vehicle control unit or, alternatively, by an actuating element in the vehicle 1 which can be operated upon collision with the load transfer station 11 and which brings about a change via a movement mechanism (lever gear or the like).

[0055] The final position is shown in Figure 14: the load 2 is at the load-delivery station 11, the vehicle 1 has already left the load-delivery station 11 and there is no more load in its load receptacle 3. The vehicle 1 can be accelerated again by impacting with the shock absorber and / or spring elements 13 or can be moved at an increasing speed additionally or alternatively by the vehicle control in order to travel further.

[0056] Naturally, the invention is not limited to the embodiment shown. Other configurations are possible without departing from the basic concept. Thus, at least one guiding device can be provided, which is arranged in the area of ​​the load transfer station 11, by means of which the vehicle 1 is oriented before reaching the load transfer station 11 in such a way that the movement path of the load 2, which moves away from the load reception 3 due to a change in the velocity vector, ends in the reception area 14 of the load transfer station 11.

[0057] The latter can be realized in that the load transfer station 11 has a ramp which the vehicle climbs before unloading the load. At the end of the ramp, due to a change in the speed vector, the load is unloaded and, as it were, flies in a curve to the receiving area 14 of the load transfer station 11. In order to reduce the forces which then necessarily act, it is possible, for example, to provide a further ramp in the landing area. The load 2 then lands softly and slides downwards (corresponding to a ski-jump runway) to the collecting area of ​​the load transfer station 11. For this reason, an oblique run up to the ramp is alternatively possible. The present invention may also include the following aspects: 1. A method for transferring a load (2) from a load receiving section (3) of a vehicle (1) to a load transfer station (11), comprising the steps of: A method characterized in that the vehicle (1) is controlled by a vehicle control unit such that the velocity vector of the vehicle (1) is changed immediately before or upon arrival at the load transfer station (11), and the vehicle (1) is oriented before reaching the load transfer station (11) by the vehicle control unit and / or by at least one guiding device arranged in the area of ​​the load transfer station (11) such that the movement path of the load (2) moving away from the load receiving section (3) ends in the receiving area (14) of the load transfer station (11) due to the change in the velocity vector. 2. The method according to claim 1, characterized in that the vehicle (1) is braked by the vehicle control unit when it reaches the load transfer station (11). 3. The method according to claim 2, characterized in that the vehicle (1) is driven by the vehicle control unit to the load transfer station (11). 4. The method according to claim 1, characterized in that the vehicle (1) is driven by the vehicle control unit without braking to the load transfer station (11). 5. The method according to claim 3 or 4, characterized in that the vehicle (1) is driven by the vehicle control unit at an acute angle to the load transfer station (11). 6. A method according to any one of 1 to 5 above, characterized in that the coefficient of friction of the surface (3a) of the cargo receiving section (3) is reduced before reaching the cargo delivery station (11). 7. A vehicle for carrying out the method according to claim 6, comprising a load receiving section (3) arranged on the chassis (4), the load receiving section (3) being open or openable at least at its side edges, A vehicle comprising a vehicle control unit, and a surface (3a) of a load receiving section (3) formed in such a way that the coefficient of friction of the surface in contact with the load (2) is changeable. 8. The vehicle described in claim 7, wherein the control unit is configured to generate a control signal that reduces the friction coefficient for cargo unloading. 9. A vehicle as described in claim 7, characterized in that it is provided with at least one mechanical actuating element operable by contact with the load transfer station (11) in order to reduce the coefficient of friction of the contact surface. 10. A vehicle described in any one of 7. to 9. above, characterized in that the cargo receiving section (3) has at least one loading surface (8) having a plurality of openings (9), a support element (10) is arranged in the range of the opening (9), and the loading surface (8) is formed so as to be movable relatively at least in a vertical direction to the support element (10). 11. A vehicle according to claim 10, characterized in that the support element (10) is formed as a rotatably supported roller or ball. 12. A vehicle as described in claim 10, characterized in that the support element (10) is formed in a lump-like or web-like shape. 13. A vehicle as described in any one of claims 10 to 12 above, characterized in that the support element (10) has a coefficient of friction different from that of the support surface (8). 14. A vehicle as described in any one of 7. to 13. above, characterized in that the cargo receiving section (3) has an edge defining portion (6) at at least one side edge, the upper edge (6a) of which can be positioned at the level of the surface (3a) of the cargo receiving section (3) or below the level of the surface (3a) of the cargo receiving section (3) by relative movement with respect to the surface (3a) of the cargo receiving section (3). [Explanation of symbols]

[0058] 1 vehicle 2 Cargo 3. Cargo Receiving Area 3a surface 4. Chassis 5. Intermediates 6 Edge definition section 6a Upper edge 7 Recess 8 Placement surface 9 Openings 10 Supporting Elements 11 Loading station 12 Foundation 12a front side 13 Shock absorber elements and / or spring elements 14 Acceptance Scope 14a Range 14b Range

Claims

1. A method for transferring a load (2) from a load receiving section (3) of a vehicle (1) to a load transfer station (11), comprising the steps of: The method is characterized in that the vehicle (1) is controlled by the vehicle control unit such that by braking the vehicle (1), the speed vector of the vehicle (1) is changed just before or upon reaching the load transfer station (11), and the vehicle (1) is oriented before reaching the load transfer station (11) by the vehicle control unit and / or by at least one guiding device arranged in the area of ​​the load transfer station (11) such that the movement path of the load (2) moving away from the load receiving section (3) ends in the receiving area (14) of the load transfer station (11) due to the change in the speed vector of the vehicle (1).

2. 2. The method according to claim 1, characterized in that the vehicle (1) is driven by the vehicle control to a load transfer station (11).

3. 2. The method according to claim 1, characterized in that the vehicle (1) is driven unbraked by the vehicle control to the load transfer station (11).

4. 4. A method according to claim 2 or 3, characterized in that the vehicle (1) is driven by the vehicle control at an acute angle to the load transfer station (11).

5. 5. The method according to claim 1, characterized in that, prior to reaching the load delivery station (11), the coefficient of friction of the surface (3a) of the load receiving portion (3) is reduced.

6. 6. A vehicle for carrying out the method according to claim 5, comprising a load receiving section (3) arranged on a chassis (4), the load receiving section (3) being open or releasably configured at least at its side edges, A vehicle comprising a vehicle control unit and a surface (3a) of a load receiving section (3) formed in such a way that its coefficient of friction at the contact surface with the load (2) is changeable.

7. 7. The vehicle of claim 6, wherein the control unit is configured to generate a control signal to reduce a coefficient of friction for load unloading.

8. 7. A vehicle according to claim 6, characterized in that at least one mechanical actuating element operable by contact with the load transfer station (11) is provided in order to reduce the coefficient of friction of the contact surface.

9. 9. A vehicle according to claim 6, characterized in that the load receiving area (3) has at least one support surface (8) with a number of openings (9), and in that support elements (10) are arranged in the area of ​​the openings (9), the support surface (8) being configured to be movable relative to the support elements (10) at least in the vertical direction.

10. 10. Vehicle according to claim 9, characterized in that the support elements (10) are designed as rotatably supported rollers or balls.

11. 10. Vehicle according to claim 9, characterized in that the support element (10) is formed in a lump-like or web-like manner.

12. 12. Vehicle according to any one of claims 9 to 11, characterized in that the support element (10) has a different coefficient of friction than the resting surface (8).

13. 13. A vehicle according to any one of claims 6 to 12, characterized in that the load receiving section (3) is provided with an edge defining portion (6) at at least one side edge, the upper edge (6a) of which can be positioned at the level of the surface (3a) of the load receiving section (3) or below the level of the surface (3a) of the load receiving section (3) by a relative movement with respect to the surface (3a) of the load receiving section (3).

Images