Conveyor system with automated carriers

Abstract

A conveyor system includes a fixed, non-powered rail that defines a conveyor path. An automated conveyor carrier (ACC) is suspended from the rail by a self-driving trolley having an on-board motor for driving the ACC along the rail.

Description

Attorney Docket No. 016461-0039-W001CONVEYOR SYSTEM WITH AUTOMATED CARRIERSCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to co-pending U.S. Provisional Patent Application No.63 / 760,911, filed February 20, 2025 and co-pending U.S. Provisional Patent Application No.63 / 770,595, filed March 12, 2025, the entire contents of both of which are incorporated by reference herein.BACKGROUND

[0002] Power and Free Conveyor Systems - These systems can be both overhead and inverted. These systems are dual rail systems with one rail providing power by means of a continuous moving chain and the second rail supporting the load carrying conveyor. The load carrying conveyor can be coupled or decoupled from the continuously moving power chain. The load carrying conveyor can be routed on different paths, but the paths are determined by a fixed infrastructure of conveyor rail. Many drives are implemented to make this system operate and an intense electrical and pneumatic infrastructure is required to make if function correctly.

[0003] Chainless Power and Free Conveyor Systems - This style of conveyor system is similar to the overhead power and free system, but in lieu of a continuous moving power chain it implements a rotating friction drive that can engage and disengage with the load carrier.

[0004] Electrified Monorail Conveyor Systems - These conveyor systems offer individual carrier control but require that a power source (electrified rail) be run the entire conveyor length.

[0005] Aspects of the present disclosure may provide improvements on conveyor systems with automated carriers, such as those disclosed within prior U.S. Patent 10,947,049, U.S. Patent 11,738,951, U.S. Patent 11,685,607, U.S. Patent 11,702,291, U.S. Patent 11,702,292, U.S. Patent 11,691,822, U.S. Patent 11,603,268, and U.S. Patent 12,098,034, all of SST Systems, Inc., and the entire contents of all of which are incorporated by reference herein. These prior patents of SST Systems, Inc. disclose various features of conveyors systems in which loads of one or more work pieces are attached to and transported by Automated Conveyor Carriers (ACC), each of whichAttorney Docket No. 016461-0039-W001includes at least one self-driving trolley. As such, there is a single, non-powered rail along which each ACC is self-driven, in contrast to well-known conveyor systems such as power-and-free conveyors or electrified monorail. Implementing a conveyor system with ACCs opens up new possibilities for the conveyor system, many of which are set forth in the prior patents noted above. However, there remain opportunities to further advance conveyor systems with ACCs, either in conjunction with features disclosed in the prior patents noted above, or as entirely new features, systems, and / or methods. Some of these further advancements are set forth herein.BRIEF DESCRIPTION OF THE DRAWINGS

[0006] FIG. l is a perspective view of a portion of a conveyor system including an automated conveyor carrier according to an embodiment of the present invention.

[0007] FIG. 2 is a perspective view of a driven portion of the automated conveyor carrier of FIG. 1.

[0008] FIG. 3 is a perspective view of a non-driven portion of the automated conveyor carrier of FIG. 1.

[0009] FIG. 4 is a perspective view of a self-driving trolley of the automated conveyor carrier driven portion of FIG. 2.

[0010] FIG. 5 is a side view of the self-driving trolley taken from a side opposite the motor.

[0011] FIG. 6 is a front end view of the self-driving trolley, the load bar leading end, and a hollow swivel joint therebetween.

[0012] FIG. 7 is close-up view of the hollow swivel joint through which electrical wiring is passed.

[0013] FIG. 8 is a perspective view of an open electronics box of the self-driving trolley and a battery receptacle of the load bar.

[0014] FIG. 9 is an additional perspective view of the open electronics box of the self-driving trolley and the battery receptacle of the load bar.Attorney Docket No. 016461-0039-W001

[0015] FIG. 10 is a perspective view of a connection end of the battery in the battery receptacle of the load bar.

[0016] FIG. 11 is a perspective view of a battery of the automated conveyor carrier, removed from the battery receptacle of the load bar.

[0017] FIG. 12 is a schematic view of a portion of the conveyor system, including multiple switches configured for wireless communication with automated conveyor carriers.

[0018] FIG. 13 is a schematic view of the electronic layout of the automated conveyor carrier.

[0019] FIG. 14 is a perspective view of a circuit board of one exemplary construction for the automated conveyor carrier.

[0020] FIG. 15 is a plan view of the conveyor system, illustrating a load reverser and load reversal method for automated conveyor carriers.

[0021] FIG. 16 is a side view of portions of the conveyor rail and the automated conveyor carrier that provide a cogged drive interface.

[0022] FIG. 17 is a side view of a charging station along the rail and an upper portion of an automated conveyor carrier including both positive and negative charging contacts on one lateral side thereof.

[0023] FIG. 18 is a plan view of a portion of a conveyor system including charging stations on both a left lateral side and a right lateral side.

[0024] FIG. 19 is a perspective view of an automated conveyor carrier trolley with an integrated battery.

[0025] Fig. 20 is a perspective view of the automated conveyor carrier trolley of FIG. 19, with a housing cover removed to reveal the drive motor and the battery.

[0026] FIG. 21 is another perspective view of the automated conveyor carrier trolley with the integrated battery.Attorney Docket No. 016461-0039-W001

[0027] FIG. 22 is another perspective view of the automated conveyor carrier trolley of FIG. 21, with the housing cover removed to reveal the drive motor and the battery.

[0028] FIG. 23 is a schematic view of a conveyor system including two automated conveyor carriers operating together in tandem mode to carry a single work piece.

[0029] FIG. 24 is a plan view of a conveyor system including two different types of rail intersections using rail pivots.

[0030] FIG. 25 is a detail plan view of one of the rail pivots of the conveyor system of FIG. 24.

[0031] FIG. 26 is a side elevation view of the rail pivot of FIG. 25.

[0032] The present invention is further described with reference to the accompanying drawings, which show an embodiment of the present invention. However, it should be noted that the invention as disclosed in the accompanying drawings is illustrated by way of example only. The various elements and combinations of elements described below and illustrated in the drawings can be arranged and organized differently to result in constructions which are still within the spirit and scope of the present invention.DETAILED DESCRIPTION

[0033] Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the accompanying drawings.GENERAL LAYOUT AND CONFIGURATION

[0034] FIG. 1 illustrates a portion of a conveyor system 20 including a conveyor track or rail 24 and at least one carrier assembly 28, or simply carrier 28. The carrier 28 includes at least one component (referred to herein as “trolleys”) engaged with the rail 24 to follow a path defined by the rail 24. The path may traverse one or more processes (e.g., a treatment such as cleaning, painting, electroplating, powder coating, etc.) defined by one or more workstations. As illustrated, the carrier 28 is an Automated Conveyor Carrier (ACC) having a self-driving trolley 32. In addition to the self-driving trolley 32, the ACC 28 may further include one or more additional free-rolling trolleysAttorney Docket No. 016461-0039-W00136, with the trolleys 32, 36 supporting a load bar 40 on which a work piece support structure 44 such as hook(s), rack(s), or basket(s) is mounted to transport loads or work pieces 48 for conveyance. The load bar 40 can be supported directly or indirectly by the trolleys 32, 36. More particularly, the load bar 40 is suspended from the trolleys 32, 36 which together form a trolley set (e.g., pair). As illustrated, the load bar 40 is supported directly by the trolleys 32, 36 with respective joints 42, such as swivel joints. Additional load bars and joints are provided with the trolley set in other constructions. As discussed in further detail below, each trolley 32, 36 can include one or more wheels for rolling along the rail 24. In the illustrated construction, multiple work piece support structures 44 are provided to support a single work piece 48. However, other configurations are optional, such as a single work piece support structure 44, no work piece support structures, and / or multiple work pieces 48. Whatever the exact configuration, the ACC 28 is configured to support and transport a load along a path established by the rail 24. The load bar 40 can have an I-beam or modified I-beam cross-section, among others.

[0035] Although the ACC 28 may be operated as a “tugger” in which the self-driving trolley 32 is positioned at a leading end of the ACC 28, it is also conceived that the ACC 28 may operate, at times or predominantly, as a “pusher” in which the self-driving trolley 32 is positioned at a trailing end of the ACC 28. In fact, the self-driving trolley 32 may be located anywhere along the length of the ACC 28, and in some cases multiple self-driving trolleys 32 may be used in one ACC 28, multiple ACCs 28 may be linked together, and / or the self-driving trolley 32 of a given ACC 28 may be surrounded fore and aft by free-rolling trolleys 36.

[0036] The ACC 28 is electrically powered for driving itself along the conveyor rail 24, and the electrical drive power is supplied by one or more batteries 50 (e.g., lead-acid, or lithium-ion) of the ACC 28 as shown in FIGS. 3-4 and 8-11. The battery 50 is located on-board the ACC 28 to establish a self-contained power source that is not dependent upon continuous energy supply from the conveyor rail 24 or anything external to the ACC 28, such as an additional power supply rail, during operation. The battery 50 can be charged periodically at a charging station located along a portion of the rail 24 that is actively utilized for ACC transport between functional workstations or work locations in a factory floor setting, or alternately, remote therefrom although connected.Attorney Docket No. 016461-0039-W001

[0037] In some embodiments, the conveyor system 20 can include a plurality of carriers 28 (up to hundreds, or even thousands), and all of the carriers in the system can be ACCs 28 so that each and every carrier within the system is operable to drive itself along the conveyor rail 24. Each self-driving trolley 32 has at least one drive wheel as discussed further below. In addition to a drive wheel(s), each self-driving trolley 32 may also have one or more non-driven or “free” wheels, which may be referred to as rollers or idle rollers. Each self-driving trolley 32 can include a single motor or multiple motors. The self-driving trolleys 32 may be devoid of any steering mechanism (e.g., steerable wheels or differential left-right drive) as the conveyor rail 24 defines the travel path(s). As described further below, the ACCs 28 provide complete control for individual selfrouting. Each self-driving trolley 32 allows for complete control of speed, and acceleration / deceleration profiles of the ACC 28 and the load supported thereby, for example, configured to maximize throughput in a given process workflow along the conveyor system 20.

[0038] With primary reference to FIGS. 4 and 5, the self-driving trolley 32 is adapted with one or more rollers 56 coupled to a trolley frame 200 in addition to a motor frame 202 supporting a motor 204 (e.g., electric motor, particularly an AC permanent magnet motor). An inverter 206 on the ACC 28 (e.g., positioned in an enclosure 52 or “electrical box”) operates to convert DC battery power into an AC power supply for the motor 204. A motor cable 120 (FIG. 4) provides power (e.g., three-phase AC) from the inverter 206 to the motor 204. The motor power cable 120 can extend continuously between the inverter 206 and the motor 204, penetrating the wall of the enclosure 52, or alternately, can include a quick-disconnect (e.g., plug-in socket) feature at the enclosure 52. The motor 204 is manufactured as part of a drive unit that includes not only the motor 204, but a drive wheel 216, and optionally an integral gearbox therebetween. The drive wheel 216 is separate from the rollers 56. The drive wheel 216 may have an outer surface of urethane construction in some constructions. The drive wheel 216 can be coaxial with the motor 204.

[0039] A controller 248 comprises a variable frequency drive (VFD) including the inverter 206 and a processor 312 (e.g., embedded microprocessor). Each ACC 28 includes a wireless communication module 300 as part of the on-board controller 248. The wireless communication module 300 enables establishing wireless communication between the controller 248 and the controllers 248 of any other ACCs 28 of the system 20. In some constructions, the wirelessAttorney Docket No. 016461-0039-W001communication module 300 comprises a Wi-Fi module and / or a Bluetooth® module. The wireless communication module 300 can comprise a circuit equipped with an antenna and a transmitter, forming a transceiver. In some constructions, the controllers 248 form a mesh network in which some or all the ACCs 28 communicate directly to each other via the respective wireless communication modules 300. The ACCs 28 can be compatible with Industry 4.0 use, including onboard data tracking of any one or more of temperature, pressure, vibration, voltage, sound, light, air velocity, conductivity, pH, ORP, turbidity, turbulence, load weight, etc.BATTERY LOCATION AND CABLE ROUTING

[0040] The battery 50 of the ACC 28 is located within the load bar 40 that connects two trolleys 32, 36 together. The load bar 40 can have a hollow prismatic shape (e.g., rectangular prism). Inside the load bar 40, a battery receptacle or cavity is formed. Access to the battery cavity (e.g., for inserting, removing, and / or servicing the battery 50) can be provided by a port or opening 55 as shown in FIGS. 4 and 8-10. The opening 55 may remain open during use of the ACC 28, or alternately, may be at least partially closed by a closure panel or cap. The battery 50 can include its own protective case or housing. The battery 50, shown removed from the load bar 40 in FIG. 11, can have one or more handles for use during installation and / or removal. All the electrical connections of the battery 50 can be provided at one end thereof. The end of the battery 50 with the connections can be oriented toward the self-driving trolley 32 when installed into the battery cavity of the load bar 40. The electrical connections of the battery 50 can include a pair of opposite-charge load connections, a pair of opposite-charge charging connections, and one or more communications ports (Ethernet, USB, etc.).

[0041] Electrical wiring including one or more power cables 110 that extend between the battery 50 and the self-driving trolley 32 can be routed from the battery 50 in the battery cavity of the load bar 40 through the joint 42 (or “kingpin”). For this purpose, the joint 42 can have a hollow construction that defines a tubular chute or ferrule. See FIGS. 6 and 7, in particular. As shown, the joint 42 extends partially into a hollow cavity of the load bar 40, which may be the same hollow cavity as that accommodating the battery 50. A bottom open end of the joint 42 terminates within the height of the hollow cavity of the load bar 40 (e.g., approximately centrally within the height). The power cable(s) 110 exit the bottom open end of the joint 42 and are turned or bentAttorney Docket No. 016461-0039-W001approximately 90-degrees to follow a horizontal direction through the hollow cavity of the load bar 40 toward the battery 50. To facilitate better handling of the power cables 110 into or out of the joint 42 during assembly, service, etc., the load bar 40 can be provided with an access opening 114. For example, the access opening 114 can be provided in a bottom wall of the load bar 40 at a location directly below the joint 42. The access opening 114 can be circular, rectangular or another suitable shape. The access opening 114 can be sized to accommodate at least one average-sized adult human hand. In some constructions, the load bar 40 includes multiple access openings adjacent the joint 42 (e.g., multiple openings in the bottom wall, or at least one opening in a side wall of the load bar).

[0042] The illustrated construction with the battery 50 received in the load bar 40 results in the battery 50 not having a shared enclosure or box with the controller 248 of the ACC 28. The illustrated construction also results in the battery 50 not having a shared enclosure or box with the inverter 206. The illustrated construction also results in the battery 50 not having a shared enclosure or box with the wireless communication module 300. In other constructions, the controller 248 or any combination of elements thereof (e.g., the inverter 206, the processor 312, the wireless communication module 300, etc.) can be located with the battery 50 in the load bar 40 - either in a shared enclosure or box, or separately therefrom. Corresponding wiring can be routed through the joint 42 as described above for the power cables 110.

[0043] Although the hollow joint 42 is described as accommodating power cables 110 extending between the battery 50 and the motor 204, the chute through the joint 42 may accommodate alternate or additional electrical wires or cables extending between the interior cavity of the load bar 40 and the self-driving trolley 32 (including the electrical box 52 secured thereto). The electrical box 52 can be secured to the self-driving trolley 32 on a side (e.g., rear side) nearest the battery 50. Other orientations of the electrical box 52, including on top of the self-driving trolley 32, on a lateral side of the self-driving trolley 32, or on a side (e.g., front side) furthest from the battery 50, are optional, although not explicitly illustrated.

[0044] In another construction, the battery 50 or an additional battery can be mounted on the self-driving trolley 32 (e.g., along with the on-board controller 248, including the inverter 206 and the processor 312, the wireless communication module 300, etc.). For example, the battery 50 orAttorney Docket No. 016461-0039-W001additional battery can be mounted on the trolley frame 200. In some constructions, the battery 50 may be positioned in the electrical box 52, as illustrated by the dashed lines in FIG. 4. In some constructions, the battery 50 is positioned in a separate box secured to the trolley frame 200. In yet other constructions, the battery 50 is secured to the trolley frame 200 without any additional box or enclosure.

[0045] FIGS. 19-22 illustrate an embodiment in which the self-driving trolley 32 has an integrated battery 50 supported by the trolley frame 200. The battery 50 powers the drive motor and may be the only battery that does so. The battery 50 can be positioned generally opposite the electrical box 52. The battery 50 and the drive motor 204 may be covered by a shared housing cover 252, which is removed or made transparent in FIGS. 20 and 22. Positioning the battery 50 as shown in FIGS. 19-22 can simplify and shorten the cable routing from the battery 50 to the power electronics that run the drive motor 204. It is also noted that the self-driving trolley 32 may provide the entire ACC 28 on its own. In other words, the ACC 28 may consist of just the self-driving trolley 32. The single-trolley ACC 28 includes at least one work piece support structure 44 (e.g., vertical shaft) for supporting work piece(s) (not shown). In the illustrated construction, the work piece support structure 44 extends from the bottom of the trolley frame 200.CONTROL AND ROUTING OF ACCs

[0046] The on-board controller 248 of each ACC 28 can be configured to provide driving instructions to the on-board motor(s) 204. The driving instructions may be executed from a program stored in an internal memory. In some constructions, the ACC 28 can be pre-programmed to carry out a full industrial (e.g., treatment) process according to the designated program instructions (e.g., including travel distances, slow or fast zones, acceleration / decel eration ramp profiles, etc.). However, in addition to or in lieu of carrying out pre-programmed instructions, each ACC 28 may also be configured to wirelessly communicate with other parts of the conveyor system 20, including the other ACCs 28 of the system.

[0047] It is noted that the ACCs 28 may include additional powered on-board features not typically available in a power and free conveyor system. For example, automated collision avoidance systems may be incorporated into the ACCs 28 to avoid collisions in the event of a system malfunction of one or more of the ACCs 28. In one example, the ACCs 28 utilize an on-Attorney Docket No. 016461-0039-W001board 270 (FIG. 5) such as an optical code reader as a position sensor and / or other respective sensors (e.g., wireless position sensors), to identify their respective locations and relative position with respect to other ACCs 28. The ACCs 28 may communicate with each other via the mesh network on an as-needed basis, ensuring a minimum spacing distance therebetween, so that an ACC 28 will operate to abort its normally programmed routine to stop energization of the motor(s) 204 and / or apply a brake, external or within the motor, if a potential collision is identified. Alternately, or additionally, each of the ACCs 28 can accomplish a similar result even without a network, by independently monitoring its immediate surroundings (e.g., with a proximity sensor, radar sensor, laser sensor, camera, etc.). Although these features can be used in an emergency failsafe sense, they may also be utilized as part of the normal operation. A trailing or upstream ACC 28 may detect the presence of the downstream ACC 28 and stop before coming into contact, or even before entering a workstation, even if the primary program instructions tell the ACC 28 to proceed for loading / unloading. This decision can be made based on a signal obtained from direct sensing by sensors on-board the ACC 28 and / or based on one-way or two-way communication between the ACCs 28, which may be capable of reporting their respective positions to each other.

[0048] Wireless communications between ACCs 28 can be radio signals, utilizing radio frequency (RF) transmitters operable to emit RF signals and antennas operable to receive RF signals. The wireless communications can be completed within the context of an established wireless network, for example WLAN, Wi-Fi, etc.

[0049] The conveyor system 20 including the ACCs 28 having the self-driving trolleys 32 can be used in conjunction with a wide variety of industrial systems or combinations thereof, including without limitation chemical treatment systems, cleaning systems, assembly lines, ovens, chillers, refrigerators, or freezers, and the like.

[0050] The controllers 248 of the various ACCs 28 within the conveyor system 20 may constitute the entire control system for operating the ACCs 28, which may be an autonomous mesh network without centralized control. In some constructions, the controllers 248 of the individual ACCs 28 can be the only controllers that determine the routing and overall behavior of the ACCs 28 along the rail 24. In other words, the conveyor system 20 may be provided and operated without any master land-based processing unit. However, the individual controllers 248 may interact withAttorney Docket No. 016461-0039-W001each other and / or other parts of the conveyor system 20 to provide adaptive capability, rather than being strictly limited to a pre-programmed routine. The ACC 28 communication via the controllers 248 is deterministic.

[0051] To provide dynamic capability to alter the operation (e.g., change speed, direction, switch route) of an ACC 28 during a task or route, the ACC controller 248 is configured to interact with other like controllers 248 and / or one or more switches 140 along the route of the conveyor rail 24. As such, an ACC 28 may begin its journey with limited preprogrammed instructions or no preprogrammed instructions regarding the speed profile, routing decisions, etc. to perform a complete task or route. The ACC controller 248 may be coded or programmed at the time that it is provided with a load of one or more work pieces 48. In other words, characteristics of the load on the ACC 28 are communicated to the controller 248 (e.g., in a coded manner) in order to set the ACC’s eventual responses to various switches 140 that are encountered during the route. Each switch 140 can be configured to communicate with each ACC controller 248 as that ACC 28 approaches the switch 140. This can be accomplished with a transceiver (or infrared or other light frequency). Priorities may be established, i.e., to decide which ACC 28 goes through the switch 140.

[0052] The switch 140 may be interactive with the ACC controller 248. For example, the switch 140 may provide information to the ACC controller 248 (e.g., informing the ACC controller 248 of its exact location along the rail 24). Furthermore, the presence of the ACC 28 can cause a reaction at the switch 140 - either as a programmed response or as a response to a signal sent by the ACC controller 248. Each switch 140 can be constructed as a branch or diversion of the rail 24, or a turntable. The position or state of the switch 140 is configured to change in response to the presence or approach of at least one of the ACCs 28. The switch 140 may change only selectively based on the characteristics of the ACC’s load, which is programmed to the ACC controller 248 at the time the ACC 28 is loaded. The switch(es) 140 can control whether the work piece 48 carried by the ACC 28 receives certain treatment processes (E-coat bath, airborne paint) and / or may set a characteristic of the treatment process (coating color, thickness, etc.). FIG. 12 illustrates one example in which the conveyor system 20 includes a rail 24 that has a primary section 24i and a first switch 140 operable to divert the path of an ACC 28 to a secondary rail section 242. A second switch 140 located along the secondary rail section 242 is operable to selectively divert the path ofAttorney Docket No. 016461-0039-W001an ACC 28 to a tertiary rail section 24s. In practice, there may be any number of switches 140 and rail sections to provide alternate routes through an industrial facility such a work piece treatment process. As will be appreciated from the foregoing, point-to-point communications between the switches 140 and the ACCs 28 may be solely responsible for controlling the switches 140 and thus the ultimate route of the ACC 28, without a centralized system controller.

[0053] Zones may be established for rails leading into switches or other fixed devices. Zones can include information about groups of ACCs 28 that may be used to evaluate priorities for lanes leading to a switch 140. A system of transceivers can be installed on individual ACCs 28, zones, doors, or other process stations.

[0054] Each ACC 28 can have an internal map and an array of destinations to navigate to along the rail 24. Traffic feedback along the way can either be resolved by vision or zone / position information transmitted from other ACCs 28 or fixed base stations. As such, the system need not rely on communications, such as WiFi network communications, from a centralized controller.CIRCUIT CONSTRUCTION

[0055] As shown in FIG. 13, the controller 248 that controls the navigation of the ACC 28 (e.g., producing and outputting control signals to the inverter 206 to control the motor 204) can include the wireless communication module 300 (e.g., on a circuit board). The circuit board having the controller 248 and the wireless communication module 300 can also include a small secondary battery 318, separate from the battery 50. The secondary battery 318 can be configured to power the controller 248 and not the motor 204. By using the secondary battery 318 to maintain power to the wireless communication module 300, the main battery 50 can be switched off (e.g., via cutoff switch 320) for a power saving sleep mode, similar to that described in the prior SST Systems Inc. patents incorporated by reference herein. In sleep mode, power draw from the battery 50 by the inverter 206 is reduced below operational level and may be reduced to zero to avoid battery rundown during idle times, since the inverter 206 may consume substantial power even when not actively driving the ACC 28 along the rail 24.

[0056] Battery monitoring (cell monitoring and charge management, etc.) can be provided by a separate module or circuit board within the battery 50. The battery monitoring module of theAttorney Docket No. 016461-0039-W001battery 50 can be supplied as part of the battery from the battery supplier. In some constructions, not shown, the ACC controller 248 including the wireless communication module 300 can be combined or integrated with the battery monitoring module. This can be accomplished by moving the ACC controller 248 to the battery 50, or alternately by running the battery monitoring module from the ACC controller 248 (remote from the battery 50). In the former, the ACC 28 may have no separate controller beyond that located in the corresponding battery 50.

[0057] The battery monitoring / sleep mode module 316 can be powered by the batteries 50 and may in some constructions be the only device powered by the batteries 50 when the ACC’s onboard controller 248 is put into sleep mode. The battery monitoring / sleep mode module 316 can be a very low power device that can run off the batteries 50 for multiple days without adversely affecting the battery state of charge.

[0058] In some constructions, the battery monitoring / sleep module 316 is powered by a battery 501 (FIG. 14) on the circuit board of the on-board controller 248, so that the battery 50 can be switched off completely when the ACC 28 is in the sleep mode.WORK PIECE LENGTH MONITORING

[0059] A designated station is provided for work piece loading (and optionally unloading). For example, the location of FIG. 1 may be a loading station. At the loading station, a human worker may load work pieces 48 that have yet to traverse the path of the conveyor system (e.g., to be treated at the workstation(s)). It is possible to provide separate or multiple stations for loading and / or unloading (e.g., at the opposite end of the loop). It is also noted that the human worker may be supplemented or replaced by machines including but not limited to autonomous vehicles, robots, etc. With respect to FIG. 1, it is illustrated that the conveyor system 20 includes at least one sensor 60, and optionally a sensor array, configured to detect the work piece 48. The sensor 60 is positioned on a stationary structure such as a wall, floor, or column. The sensor 60 can be aimed in a horizontal and / or vertical direction that enables detection of a leading end of the work piece 48. The sensor 60 can be an ultrasonic proximity detector operable to emit ultrasonic radiation and detect reflected ultrasonic radiation from the immediate surroundings. The sensor 60 can alternately or additionally include an optical (e.g., image) sensor. The absolute position of the ACC 28 is separately tracked (e.g., as disclosed in the prior SST Systems Inc. patents referenced herein).Attorney Docket No. 016461-0039-W001In short, the sensor 270 (FIG. 5) may be configured to view at least a portion of a central vertical web of the rail 24, and the rail web has thereon a series of sequential markers or codes 274 in position to be read by the sensor 270. The sensor 270 may scan at intervals or continuously in order to observe and identify the markers 274 in order to relay the information to the controller 248 to identify the location of the ACC 28 at a given point in time during operation. The markers 274 can be two-dimensional barcodes, such as QR codes (e.g., a PXV Data Matrix Positioning System available from Pepperl+Fuchs).

[0060] The sensor 60 is configured and operated to detect the work piece 48 so that variations in the positioning of the work piece 48 with respect to the ACC 28 and / or the conveyance of work pieces 48 of different lengths are taken into account during transport along the rail 24. As indicated by the dashed lines in FIG. 1, a work piece 48 can have a longer or shorter length than the illustrated work piece 48. Furthermore, regardless of the overall work piece length, any given work piece 48 can be loaded either centrally, rearward-shifted, or forward-shifted with respect to a longitudinal center of the ACC 28 along the travel direction. Based on a map of fixed or movable obstructions on or near the travel path defined by the rail 24, the data indicative of the leading end of the work piece 48 can be used by the controller 248 to identify and / or counteract potential interference or contact with the work piece 48. More specifically, the sensor 60 communicates output signals to the controller 248, which receives and interprets the output signals to make determinations about whether to modify or abort the forward movement of the ACC 28. In the event that the ACC 28 supports more than one work piece 48, the aforementioned leading end monitoring may be applied to the forward-most one of the work pieces 48. One or more individual work pieces 48 on a single ACC 28 may constitute the “load” of the ACC 28.LOAD R EVER. SER.

[0061] In some constructions, an ACC 28 can include at least two self-driving trolleys 32. In some cases, two self-driving trolleys 32A, 32B exert drive energy to move the ACC 28 along the rail 24. However, one of the self-driving trolleys 32A, 32B may be left in a neutral or free-wheeling state during normal operation while the other is responsible for driving along the rail 24. In certain instances, the second self-driving trolley 32B may be utilized to provide additional functionality. One such example, referred to as load reversing, is illustrated in FIG. 15. As shown, a secondAttorney Docket No. 016461-0039-W001conveyor rail 242 is branched from a first conveyor rail 24i. The two self-driving trolleys 32A, 32B of a single ACC 28 can then drive along two adjacent rails 24 to turn the ACC 28 (and associated load) backwards from its normal conveyance direction. At a first branch point, the leading ACC trolley 32A branches off to the second rail 242. When the trailing ACC trolley 32B reaches the first branch point, it stays on the first rail 24i. The second rail 242 defines a longer path than the section of the first rail 24i between the branch points. At a maximum divergence point between the first and second rails 24i, 242 the rail-to-rail spacing distance equals the longitudinal length of the ACC 28 between trolleys 32A, 32B. After the maximum divergence point, what was the trailing trolley 32B becomes the leading trolley 32A. The trolley 32A still on the second rail 242 returns to the first rail 24i at the second branch point, after the other trolley 32B has passed the second branch point by the longitudinal length of the ACC 28.COGGED DRIVE INTERFACE

[0062] FIG. 16 illustrates an optional cogged drive interface of the conveyor system 20. The rail 24 includes a smooth drive surface 220 in a first section. The rail 24 further includes a toothed drive surface 222 in a second section. The smooth drive surface 220 can be provided in a section having a level trajectory. The toothed drive surface 222 can be provided in a section having a nonlevel trajectory. In FIG. 16, the travel direction is from the left to the right, and the non-level trajectory of the second rail section with the toothed drive surface 222 is an elevating trajectory. However, the rail can alternately or additionally include a descending trajectory. The toothed drive surface 222 can be provided either as a solid rail section with raised portions providing the teeth, or as an apertured rail section with a series of openings wherein the sections between adjacent openings provide the teeth.

[0063] The self-driving trolley 32 can have a first drive wheel 216 powered by the on-board motor and configured to engage the smooth drive surface 220 in the first section of the non-powered rail 24, and a second drive wheel 218 powered by the on-board motor and configured to engage the toothed drive surface 222 in the second section of the non-powered rail 24. The second drive wheel 218 is a cogwheel. As such, the second drive wheel 218 has a plurality of teeth configured to mesh with the toothed drive surface 222 of the rail 24. This provides a meshed or non-slip drive interfaceAttorney Docket No. 016461-0039-W001for the ACC 28. The meshed interface does not rely solely on friction to achieve driving force, as the smooth drive wheel 216 does.CHARGING

[0064] For periodic charging of the batteries 50 of the ACC 28, there may be one or multiple chargers positioned adjacent the rail 24 and configured to come into contact with charging contacts of the ACC 28 to charge the on-board battery 50 in a manner similar to SST System Inc.’s prior patents incorporated by reference herein. However, the conveyor system 20 can be configured to provide wireless charging to the ACCs 28. As such, the battery 50 of the ACC 28 can be charged while the ACC 28 moves along the rail 24. For example, a charging wire 68 may be provided extending along the non-powered rail 24 as shown in FIG. 3. The ACC 28 (e.g., the self-driving trolley 32) can include a charging pick-up coil 70 associated with the charging wire 68 and adapted to receive electrical power from the charging wire 68 in non-contact manner. An electrical power source 72 is configured to output a high frequency signal to the charging wire 68. The electrical power source 72 can be in electrical communication with a power source, such as grid power supplied to the facility housing the conveyor system 20. The charging pick-up coil 70 of the ACC is configured to generate a charging current for the on-board battery 50 in response to the high frequency signal.

[0065] Although wireless charging as described above can provide the capability for charging the ACC battery 50 while the ACC 28 is in motion, other configurations may provide stationary wireless charging capability (e.g., a fixed-position wireless charger 368, FIG. 3). In such a configuration, which may optionally be provided in a system having one or more other charging configurations, the wireless charger 368 is secured to the rail 24 at a position that defines a charging station or charging position. The wireless charger 368 includes a charge coil supplied with electricity and operable to generate a charging current in the pick-up coil 70 of the ACC 28. In order to charge the ACC battery 50 using the wireless charger 368, the ACC 28 is temporarily stopped or parked at the location of the wireless charger 368.

[0066] In addition to the wireless charging configurations described above, or in lieu thereof, the ACC 28 can be configured for contact charging, similar to the charging schemes disclosed in the prior SST Systems Inc. patents. In those patents, the charging station included positive andAttorney Docket No. 016461-0039-W001negative charging contacts on opposite sides of the rail. According to the present disclosure, the conveyor system can include positive and negative charging contacts 250 of a charging station 66 on one side of the rail 24 as shown in FIG. 17. The charging contacts 250 are spaced apart from each other along the longitudinal travel direction and remain electrically isolated from each other (e.g., by an insulator plate). Likewise, the ACC 28 includes both positive and negative charging contacts 254 on one lateral side thereof. The charging contacts 254 of the ACC 28 can be the only charging contacts of the ACC 28, or the ACC 28 can include another set of charging contacts 254 on the opposite lateral side. When the ACC 28 is equipped with a set of charging contacts 254 on the left side and a set of charging contacts 254 on the right side, the system can be configured with multiple charging stations 66, including at least one charging station 66 on a left lateral side of the rail 24 and at least one charging station 66 on a right lateral side of the rail 24 as shown in the partial plan view of FIG. 18.

[0067] In some constructions, the conveyor system 20 can include means for actively cooling the battery 50 during charging (i.e., located at or adjacent to the contact charging station 66 or a location of the charging wire 68 where the ACC 28 stops to charge). As shown in FIG. 18, there is a fan 258 next to the charging station 66 in each instance. The fan is 258 configured to direct a cooling airflow across the battery 50. For example, in the instance where the battery 50 is in the load bar 40, the fan 258 can be located approximately at the height of the load bar 40. For example, the fan 258 may direct air horizontally. In other constructions, the fan 258 may direct the cooling airflow at least partially vertically (up or down). In some constructions, the fan 258 may oscillate to alter the direction of the cooling airflow. Although the fan 258 is shown generally in register with the charging station 66, the fan 258 can be located at an offset from the location where the ACC’s charging contacts 254 are located, to be in register with the battery 50 in a direction along the rail 24. In some constructions, the fan 258 is configured as part of the ACC 28 or otherwise movable with the ACC 28 along the rail 24.

[0068] The fan 258 may operate selectively based on the charging operation. In one example, the fan 258 may operate when the battery 50 is charging, and the fan 258 may be stopped when the battery 50 is not charging. In other examples, the fan 258 may operate in response to battery temperature, either reported to a controller directly from the battery 50 or an external sensor. In yet other examples, the fan 258 may operate in response to battery charging current (e g., above aAttorney Docket No. 016461-0039-W001threshold). When controlling the fan 258 in response to a measured parameter such as temperature of charging current, the fan 258 can either be switched between ON / OFF states. However, in some examples, the fan 258 can be controlled to operate at variable speed based on the measured parameter such that the fan 258 operates at a first speed when the measured parameter corresponds to a first value, and the fan 258 operates at a second higher speed when the measured parameter corresponds to a second value (e.g., higher temperature or higher charging current).

[0069] In some constructions, the fan 258 is configured to direct chilled air toward the battery 50 when charging. As shown in FIG. 18, the fan 258 can be coupled to an air chiller 260. The air chiller 260 can include a refrigeration circuit or other means of cooling air below ambient. The fan 258 can be provided in an outlet duct from the air chiller 260. In other constructions, the battery 50 can be attached to a heat sink, either separate or common to the structure that holds the battery 50.BEARING FAILURE DETECTION

[0070] In some constructions, the ACC 28 includes integrated bearing failure detection. An example of this is shown in the self-driving trolley 32 of FIG. 5. However, it should be noted that a load is borne by all the trolleys of an ACC 28, and as such, the integrated bearing failure detection features disclosed herein can be incorporated into any / all of the trolleys of the ACC 28. The selfdriving trolley 32 includes not only the drive wheel 216 and rollers 56 (having parallel, horizontal axes), but also side guide rollers 330. The side guide rollers 330 have vertical axes so as to present a vertical rolling surface to a side edge of the rail 24. There are two side guide rollers 330 shown in FIG. 5, both on the near side of the rail 24. However, the side guide rollers 330 can be provided in other quantities. Additional side guide rollers 330 are provided on the opposite lateral side of the trolley 32 to guide the trolley 32 against an opposite side edge of the rail 24. The side guide rollers 330 operate exclusively for side guidance and do not bear the weight of the load carried by the ACC 28. However, the side guide rollers 330 can be utilized to monitor for bearing wear and / or bearing failure of the bearings (not shown) supporting one or both of the drive wheel 216 and the rollers 56.

[0071] A bearing sensor 332 can be integrated into at least one of the side guide rollers 330. The bearing sensor 332 can be configured to monitor a parameter indicative of bearing condition within the trolley 32 of the ACC 28. Such monitored parameters can include vibration or load. For example, for the bearing sensor 332 to measure vibration, it may comprise one or moreAttorney Docket No. 016461-0039-W001accelerometers. In other examples, the bearing sensor 332 can be an electrical circuit that establishes connectivity selectively in the presence of excess lateral play of the side guide rollers 330 with respect to the rail 24. Excess lateral play refers to an amount of play that is outside the bounds of good running condition. The bearing sensor 332 can provide a signal (via wired or wireless transmission) to the controller 248 that informs the controller 248 of a bearing malfunction - or simply an interpreted wear state of the bearing(s). On the condition that the controller 248 determines, based on the signal from one or more bearing sensors 332, that a bearing failure has occurred or is imminent, the controller 248 alters the scheduled work routine of the ACC 28. In some constructions, the controller 248 stops the ACC 28 by ceasing power to the drive motor 204. In some constructions, the ACC 28 communicates to a rail switch so that the ACC 28 may be routed, either under its own power or external device, to a service portion of the rail 24 that is away from the process workstations served by the conveyor system.

[0072] In some constructions, the bearing sensor 332 is not integrated into any of the side guide rollers 330. Rather, the bearing sensor 332 can be located on any other portion of the ACC 28. The bearing sensor 332 can otherwise be implemented as described above. In other words, the bearing sensor 332 can operate to detect and report a bearing malfunction that manifests as unexpected movement behavior of the ACC 28, including bouncing, shaking, skidding, etc.LOAD SHARING VIA MULTIPLE ACCs

[0073] In some constructions, a conveyor system having a plurality of ACCs 28 can be operated in a load sharing mode. For example, as shown in Fig. 23, a single load may be carried (e.g., suspended) from multiple ACCs 28 that are not connected to each other with any mechanical connection, nor is there a wired connection between the ACCs 28 (e.g., between the controllers thereof). The load that is borne by the combination of the ACCs 28 can be a work piece 48 that exceeds a threshold value or rating for a single ACC 28. For example, the work piece 48 may exceed a prescribed weight capable of being carried by a single ACC 28. Alternately or in addition, the work piece 48 may exceed a prescribed length capable of being carried by a single ACC 28. The multiple ACCs 28 that cooperate to carry the work piece 48 can establish a wireless communication link with each other so as to operate (drive the respective drive motors 204) in synchronization. Although the ACCs 28 are mechanically separate and independently controlled,Attorney Docket No. 016461-0039-W001they operate together as a singular unit in tandem mode when tasked to jointly carry the work piece 48. The ACCs 28 can provide modularity to the conveyor system, as a given ACC 28 can operate in a normal or single mode with a first work piece that is within the prescribed capabilities of the ACC 28, and the ACC 28 can switch to operate in tandem mode (Fig. 23) with one or more adjacent ACC 28 and with a second work piece 48 that is outside the prescribed capabilities of each of the ACCs 28. The ACCs 28 can be mechanically identical to each other in some constructions. As such, tandem mode operation effectively multiplies the working capacity of one of the ACCs 28, without the need to provide an upsized ACC (e.g., having higher capacity via a larger drive motor and / or higher electrical power output). Production cost efficiency is thus achieved, while expanding or increasing the conveyor system capabilities. Tandem mode can be achieved with two adjacent ACCs 28 as shown, but “tandem” is not limited to two and can also be applied as three or more ACCs 28 that operate cooperatively as disclosed above.INTERSECTIONS VIA RAIL PIVOTS

[0074] In some constructions, a conveyor system having a plurality of ACCs 28 can be provided with intersections of plural rails, and in particular rails that define non-tangent intersections. This contrasts with the load reverser of FIG. 15 in which the second conveyor rail 242 is tangent to the first conveyor rail 24i at the branch point. Examples are shown in FIG. 24, including a first set of perpendicular intersections as well as a second set of skew (non-perpendicular) intersections. A conveyor system may be constructed with either type of intersections, or both. Operation of the conveyor system with these intersections can be handled similarly to the switches 140 described in connection with FIG. 12 for routing of ACCs 28 along selected paths.

[0075] Assuming movement of the ACC 28 from the left side of FIG. 24 toward the right, the ACC 28 drives until its two self-driving trolleys 32A, 32B are positioned on respective rail pivots 240 (see FIGS. 25 and 26). The rail pivots 240 are set along the path of the main rail 24i at a spacing distance equal to the length of the ACC 28 between the trolleys 32A, 32B. A set of parallel intersecting rails 242 intersect with the main rail 24i at the rail pivots 240. The parallel intersecting rails 242 are perpendicular to the main rail 24i. As such, with the two trolleys 32A, 32B occupying the respective rail pivots 240, the rail pivots 240 can be actuated to turn 90 degrees to assume an orientation in line with the respective intersecting rails 242. The two trolleys 32A, 32B can thenAttorney Docket No. 016461-0039-W001resume running, which will drive the ACC 28 away from the main rail 24i. The ACC 28 switches from a forward-driving configuration on the main rail 24i to a sideways-driving configuration on the intersecting rails 242. If configured for bi-directional intersection as shown, the rail pivots 240 can enable a selective right or left turn from the main rail 24i. It is also conceived to drive one or more ACCs 28 from the parallel intersecting rails 24 to the main rail 24i by using the reverse process of driving the ACC 28 toward the main rail 24i and then actuating the rail pivots 240 to align with the main rail 24i.

[0076] As seen in FIG. 25 with the ACC 28 removed, the rail pivot 240 is shown to include a central (e.g., vertically extending) pivot pin or axle 244. The rail pivot 240 can have a profile that matches the rail profile elsewhere in the conveyor system, although the rail pivot 240 forms a discontinuous, standalone rail situated between adjacent rail portions. The rail pivot 240 can be less than three feet in length in some constructions. The rail pivot 240 can have rounded convex ends (e.g., constant radius). The ends of the adjacent rail portions can be concave. The ends of the adjacent rail portions can have a complementary shape to the rounded convex ends of the rail pivot 240. A clearance gap can be provided between the ends of the rail pivot 240 and the ends of the adjacent rail portions. As shown in FIG. 26, the rail pivot 240 can be suspended in a vertical position in line with the adjacent rail portions, for example by a bridge 246 that spans over the rail pivot 240 and supports the pivot pin 244 (e.g., by a bearing 248). The rail pivot 240 can be driven to rotate by an actuator (not shown). The actuator can be any suitable actuator, such as an electric motor configured for direct drive or via a transmission, or alternately a hydraulic or pneumatic cylinder. Depending on the configuration of the actuator, the rail pivot 240 may be configured to pivot back and forth (bi-directional motion) between the different orientations (aligned with one or the other of the main rail 24i and the intersecting rails 242) or may be configured for operation in a single rotational direction.

[0077] Briefly, turning attention back to FIG. 24, on the right hand side, a second set of parallel intersecting rails 24s are shown to intersect with the main rail 24i. The second set of parallel intersecting rails 243 are not perpendicular to the main rail 24i but instead arranged at a skew angle oc. This and any other desired angle can be provided for non-tangent rail intersections, provided that the corresponding rail pivots 240 are configured to pivot to the corresponding in line orientations corresponding to the intersecting rails. The ACC 28 can navigate the intersection generally the sameAttorney Docket No. 016461-0039-W001as described above for the perpendicular intersection. However, in the case of the skewed intersection, the ACC 28 switches from a forward-driving configuration on the main rail 24i to a diagonal or slantways-driving configuration on the intersecting rails 243. Regardless of the angle of intersection, the conveyor system shown in FIGS. 24-26 provides individual rail pivots 240 for each trolley 32A, 32B of the ACC 28, rather than a single turntable for the entire ACC 28. Thus, the rail pivots 240 can be more easily implemented and are more highly adaptable. For example, the same rail pivots 240 can be used to implement intersections in conveyor systems having ACCs with different quantities of trolleys and / or different spacings between the trolleys of the ACCs.

[0078] Unless otherwise noted or expressly prohibited, any of the separately disclosed features or embodiments may be combined together in various forms, resulting in additional embodiments not explicitly referred to herein. These and other adaptations will be recognized as being within the spirit and scope of the present disclosure.

Claims

Attorney Docket No. 016461-0039-W001CLAIMSWhat is claimed is:

1. An automated conveyor carrier (ACC) for self-guided operation along a non-powered rail of a conveyor system, the ACC comprising:a first trolley having an on-board motor and at least one drive wheel configured to engage the non-powered rail and powered by the on-board motor;a second trolley having at least one wheel configured to engage the non-powered rail;a load bar connecting the first and second trolleys; anda battery received at least partially within the load bar.

2. The ACC of claim 1, further comprising a frame of the first trolley, and an enclosure supported on the frame, the enclosure containing an inverter configured to receive electrical power from the battery and configured to supply electrical power to the on-board motor.

3. The ACC of claim 2, wherein the enclosure is provided on a side of the frame that faces the second trolley.

4. The ACC of claim 1, wherein the second trolley is a free-rolling trolley having no on-board motor.

5. The ACC of claim 1, wherein the load bar is connected to the first trolley with a first swivel joint and connected to the second trolley with a second swivel joint.

6. The ACC of claim 5, wherein the first swivel joint has a hollow construction defining a passage through which one or more electrical cables connecting the battery and the first trolley are received.

7. The ACC of claim 6, wherein all electrical power passing between the battery and the first trolley is conveyed through the passage of the first swivel joint.Attorney Docket No. 016461-0039-W0018. The ACC of claim 1, wherein the battery is constructed of lithium ion cells.Attorney Docket No. 016461-0039-W0019. An automated conveyor carrier (ACC) for self-guided operation along a non-powered rail of a conveyor system, the ACC comprising:a first trolley having a frame, an on-board motor, and at least one drive wheel configured to engage the non-powered rail and powered by the on-board motor under the control of an on-board controller; anda battery supported on the frame, wherein the battery is housed separately from the on-board controller.

10. The ACC of claim 9, further comprising:a second trolley having at least one wheel configured to engage the non-powered rail; anda load bar connecting the first and second trolleys.

11. The ACC of claim 10, wherein the second trolley is a non-powered free-rolling trolley.Attorney Docket No. 016461-0039-W00112. A conveyor system comprising:a non-powered rail;an automated conveyor carrier (ACC) for self-guided operation along the non-powered rail, the ACC comprising:a trolley having an on-board motor and at least one drive wheel configured to engage the non-powered rail and powered by the on-board motor,an on-board battery, anda charging pick-up coil;a charging wire extending along the non-powered rail; andan electrical power source configured to output a high frequency signal to the charging wire,wherein the charging pick-up coil of the ACC is configured to generate a charging current for the on-board battery in response to the high frequency signal.

13. A method of operating the conveyor system of claim 12, comprising:operating the on-board motor from the on-board battery to move the ACC along the nonpowered rail; andduring movement of the ACC along the non-powered rail, charging the on-board battery from the charging wire and the pick-up coil.Attorney Docket No. 016461-0039-W00114. A conveyor system comprising:a non-powered rail;an automated conveyor carrier (ACC) for self-guided operation along the non-powered rail, the ACC comprising: an on-board battery, a trolley having an on-board motor and at least one drive wheel configured to engage the non-powered rail and powered by the on-board motor, and a position sensor operable to detect an absolute position of the ACC along the non-powered rail;a load position sensor mounted at a stationary location off of the ACC, the load sensor configured to detect a position of a leading end of a load supported by the ACC;a controller configured to receive signals from both the position sensor of the ACC and the load position sensor and, in response, calculate an absolute position of the leading end of the load supported by the ACC.

15. The conveyor system of claim 14, wherein the controller is further configured to continuously track the absolute position of the leading end of the load during movement of the ACC along the non-powered rail.

16. The conveyor system of claim 15, further comprising a mesh network by which the ACC is configured for communication with a plurality of additional ACCs on the non-powered rail, wherein the ACC is configured to communicate the absolute position of the leading end of the load to the plurality of additional ACCs.Attorney Docket No. 016461-0039-W00117. A conveyor system comprising:a non-powered rail including a smooth drive surface in a first section having a level trajectory, and a toothed drive surface in a second section having a non-level trajectory;an automated conveyor carrier (ACC) for self-guided operation along the non-powered rail, the ACC comprising: an on-board battery, a trolley having an on-board motor, a first drive wheel powered by the on-board motor and configured to engage the smooth drive surface in the first section of the non-powered rail, and a second drive wheel powered by the on-board motor and configured to engage the toothed drive surface in the second section of the non-powered rail,wherein the second drive wheel is a cogwheel.Attorney Docket No. 016461-0039-W00118. An automated conveyor carrier (ACC) for self-guided operation along a non-powered rail of a conveyor system, the ACC comprising:a trolley having at least one drive wheel connected to an on-board motor and configured for engagement with a non-powered rail, and at least one additional roller bearing weight of a load supported by the ACC;a plurality of bearings supporting the at least one drive wheel and the at least one additional roller;a plurality of side guide rollers configured to laterally guide the ACC against side edges of the non-powered rail, wherein at least one of the plurality of side guide rollers includes an integrated bearing sensor configured to detect a parameter indicative of degradation or failure of the plurality of bearings.

19. The ACC of claim 18, wherein the integrated bearing sensor includes a vibration sensor, a load sensor, or an electrical circuit configured to detect excess lateral play.

20. The ACC of claim 18, further comprising a controller configured to alter a scheduled work routine of the ACC.Attorney Docket No. 016461-0039-W00121. A conveyor system comprising:a non-powered rail defining a conveyor path;a plurality of automated conveyor carriers (ACCs), each one of the plurality of ACC’s having at least the following on-board components: a wheel engaged with the rail, a motor configured to drive the wheel, a battery configured to power the motor, a transceiver, and a control unit configured to control the motor for travel along the conveyor path based on pre-programmed stored instructions and one or more signals from the transceiver;a plurality of switches distributed along the conveyor path, wherein the plurality of switches are configured to be queried by the respective transceivers of the plurality of ACCs,wherein the control units of the plurality of ACCs are programmed with identification of their load, and plurality of switches operate to switch based on the programmed identification of the respective loads of the plurality of ACCs,wherein the plurality of automated carriers operate as a mesh network, without centralized control.Attorney Docket No. 016461-0039-W00122. A method of operating a conveyor system comprising:providing a plurality of automated conveyor carriers (ACCs) on a non-powered rail; operating a first ACC of the plurality of ACCs in a first mode, which is an individual mode in which the first ACC carries a first load along the non-powered rail;operating a second ACC of the plurality of ACCs in a first mode, which is an individual mode in which the second ACC carries a second load along the non-powered rail;operating the first and second ACCs in a tandem mode in which the first and second ACCs jointly carry a third load that exceeds the capacity of each of the first and second ACCs.

23. The method of claim 22, wherein the first and second ACCs establish a wireless communication link in tandem mode to operate respective drive motors of the first and second ACCs in synchronization.

24. The method of claim 22, wherein, except for the jointly carried third load, the first and second ACCs are mechanically unlinked during operation in the tandem mode.

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