Vehicle for transporting cargo

The invention relates to a vehicle for transporting cargo with a cargo pickup which is arranged on a chassis, the cargo pickup having a holding element securing the cargo at the edge of the cargo pickup and a vehicle control being provided.

With transport systems, especially with faster transport systems (driverless transport vehicles or rail-guided systems), it is necessary to secure the load degut so that it does not fall down during acceleration, braking and cornering manoeuvres. Contradictory demands are placed on load securing:

On the one hand, reliable load securing should be guaranteed on all sides, on the other hand, load securing should be as simple and therefore inexpensive as possible, and finally, load securing should be as compatible as possible with simple load transfer concepts and enable good accessibility to the load.

To solve these problems, vehicles are known that have a load receptacle with a low coefficient of friction and a form-fitting load securing device, which is formed by a sheet metal arranged circumferentially on the edge of the load receptacle as a holding element. Furthermore, vehicles are known in which the load is secured in that the bearing surface of the load receptacle has a high coefficient of friction, which prevents the load from slipping unintentionally.

In principle, movable lateral form-fitting load securing elements that can be activated and deactivated can also be used, eg flaps attached to the side that can be opened. However, such load securing elements are complex and therefore not cost-effective.

An autonomous conveyor vehicle is known from DE 10 2008 030 546 A1, the driving movements of which are adapted to the loaded freight, so that slipping or falling is prevented.

The object of the invention is to create a vehicle that enables reliable load securing with the least possible effort and good accessibility to the load.

This object is achieved in a vehicle of the type described at the outset, according to the invention, in that the retaining element only extends over a portion of the circumference of the load receptacle and is designed to be rotatable about a vertical axis, with the vehicle control system being set up in such a way that it controls the retaining element in each case on the basis of a current or expected acceleration or deceleration of the running gear in such a way as to the current direction of travel about the vertical axis that the holding element is located at least on the side of the load receptacle on which the load falls after overcoming the static friction between the surface of the load receptacle and the contact surface moved towards the load. The holding element can also be an integral part of the load receptacle, which is then formed in one piece. This is then z. B.

The securing of the load is thus achieved in a form-fitting manner by a holding element which only extends over a partial area of ​​the circumference of the load receptacle, eg is arranged only on one side of the load receptacle. In doing so, the holding element is activated by the vehicle control system by rotating it around the vertical

axis arranged so that it is always on the side towards which the load is moving due to acceleration or deceleration. The vehicle controller thus actively controls the alignment of the holding element, for example the holding element is located at the rear when strong positive acceleration is expected, in the front when strong braking is expected and on the outside when cornering quickly in the direction of the centrifugal force. The holding element can be rotated about the vertical axis in different ways.

According to a first preferred embodiment, it is provided that the load receptacle can be rotated about the vertical axis relative to the chassis. The Hal teelement is firmly connected to the load receptacle and the load receptacle with the holding element is positioned by the vehicle controller so that the holding element is in the right place.

In a second preferred embodiment it is provided that the chassis is an omnidirectional chassis. In this embodiment, the chassis itself is controlled by the vehicle control in the respective twisted position, such that the holding element is in the correct position without it being twisted relative to the chassis.

Alternatively, it is fundamentally also possible for the holding element to be arranged such that it can rotate with respect to the load receptacle. Combinations of the previously described embodiments are also possible.

In a further advantageous refinement, it is provided that the vehicle controller determines the respectively expected acceleration or deceleration from a travel history known to the vehicle controller. In the case of a preferably driverless vehicle, either the course of the journey is then entered into the vehicle control or only the destination, from which the vehicle control determines the course of the journey itself. On the basis of this course of travel and the accelerations or decelerations known as a result, a corresponding alignment of the holding element by the vehicle control is then continuously possible.

Additionally or alternatively, it is provided that the vehicle controller is connected to an acceleration sensor arranged on the vehicle and controls the orientation of the holding element on the basis of the current acceleration or deceleration detected by the acceleration sensor.

In a further advantageous embodiment it is provided that the holding element is formed we at least down to the level of the surface of the load receptacle can be lowered, which allows good accessibility of the load receptacle for removing the load or for loading the load receptacle with load.

The holding element can be articulated in a pivotable manner on the load receptacle or possibly also on the chassis (if omnidirectional) or alternatively can be moved vertically.

The holding element can in principle have any shape in adaptation to the load receptacle, preferably it is C-shaped in cross-section or web-shaped.

Finally, the holding element can also be designed in several parts.

The invention is explained in more detail below with reference to the drawing. This is shown in perspective in each case

1 shows a schematic representation of a vehicle according to the invention according to a first embodiment,

Fig. 2 is a schematic representation of a vehicle design according to a second off,

Fig. 3 is a schematic representation of a vehicle design according to a third off,

Fig. 4 shows an exploded view of the vehicle according to Fig. 3,

FIG. 5 shows the vehicle according to FIG. 1 with the holding element in the load-securing position,

FIG. 6 shows the vehicle according to FIG. 5 with the holding element lowered by pivoting,

FIG. 7 shows the vehicle according to FIG. 5 with a modified holding element in the load securing position,

FIG. 8 shows the vehicle according to FIG. 7 with the retaining element moved vertically downwards,

9 shows the vehicle according to FIG. 3 during acceleration,

10 shows the vehicle according to FIG. 9 in normal driving,

FIG. 11 shows the vehicle according to FIG. 10 during cornering and FIG

FIG. 12 shows the vehicle according to FIG. 11 after cornering has been completed.

A preferably driverless vehicle for transporting cargo 1 is denoted generally by 2 in the figures. The vehicle 2 has a flat load receptacle 3, on which the load 1 is arranged for transport. The load receptacle 3 consists, for example, of metal or plastic, its surface 3a is flat and not provided with an additional friction-increasing coating or the like, in order to receive or release the load 1 in a simple manner, preferably by sliding it from the side. The vehicle 2 also has a chassis, generally designated 4, on the underside of which castors 5 or bicycles are indicated.

In the illustrated embodiments, the load receptacle 3 is not directly arranged on the chassis 4, but between the top of the driving mechanism 4 and the underside of the load receptacle 3, an intermediate body 6 is arranged. This intermediate body 6 is designed in such a way that the load receptacle 3 is designed to be rotatable about a vertical axis 7 relative to the chassis 4 via a pivot drive (not shown). For this purpose, either the intermediate body 6 can be rotated relative to the chassis 4 or the load receptacle 3 can be rotated relative to the intermediate body 6 .

To secure the load 1 on the load holder 3, a holding element 8 is provided, which measures only over a portion of the circumference of the load holder 3 extends.

In the exemplary embodiment according to FIG. 1, the holding element 8 has a web-shaped cross section and extends only on one side of the load receptacle 3.

Alternatively, according to FIG. 2, it can also be provided that the holding element, also designated 8, has a C-shaped cross section, i.e. it is arcuately extended in the corner areas compared to the holding element 8 according to FIG the adjacent side edges of the load receptacle 3.

In the embodiment according to FIGS. 3 and 4, the holding element 8 is also C-shaped in cross section, but has two lateral recesses 9 . These recesses 9 also allow access to the load receptacle 3 from the side on which the holding element 8 is located.

The holding element 8 can also be designed so that it can be lowered at least down to the level of the surface 3a of the load receptacle 3 . For this purpose, in the embodiment according to FIGS. 5 and 6, the holding element 8 is pivotably arranged on the load receptacle 3; the pivot axis is denoted by 10.

Alternatively, the retaining element 8 can also be articulated on the intermediate body 6 or on the chassis 4 if the chassis 4 is omnidirectional.

From the driving position shown in Fig. 5, in which the holding element 8 fulfills its load securing function, the holding element 8 can be pivoted down into the position shown in Fig. 6 to the level of the surface 3a of the load receptacle 3, thereby providing unhindered access to the load receptacle 3 and thus the load 1 is also possible from the side on which the Hal teelement 8 is located.

Alternatively, it can be provided according to the embodiment according to FIGS. 7 and 8 that the holding element 8 can be moved vertically on the load receptacle 3. The holding element 8 can then be lowered vertically out of the load securing position or driving position according to FIG. 7 and is then in the position shown in FIG. Alternatively, the retaining element 8 can also be arranged so that it can be moved vertically on the intermediate body 6 or on the chassis 4 if the chassis 4 is omnidirectional.

The vehicle 1 has a vehicle controller, not shown, as is usual in driverless, self-propelled vehicles. The vehicle controller is set up in such a way that it aligns the holding element 8 based on a current or expected acceleration or deceleration of the running gear 4 with respect to the current direction of travel about the vertical axis 7 in such a way that the holding element 8 is at least on the side of the load receptacle 3 on which the load 1 after overcoming the static friction between the surface 3a of the La degutaufnahme 3 and the contact surface la of the load 1 moves. Since the vehicle control controls the swivel drive, not shown, which can rotate the load receptacle 3 relative to the chassis 4 or the intermediate body 6 about the vertical axis 7 .

Alternatively, provision can also be made for the chassis 4 to be an omnidirectional chassis. In this case, the vehicle control controls the bicycles or

Castors 5 of the chassis 4 accordingly, so that the chassis 4 rotates itself about the vertical axis 7 into the required position, with the result that the holding element 8 is then in the correct position without relative rotation to the chassis 4. In principle, it is also possible for only the holding element 8 to be designed such that it can be rotated about the vertical axis 7 in relation to the load receptacle 3 .

The correct positioning of the holding element 8 depending on the route can be implemented in different ways. The vehicle controller can determine the respectively expected acceleration or deceleration from a journey history known to the vehicle controller. It is possible that only one destination is entered into the vehicle control. The vehicle control then determines the course of the journey itself and the expected accelerations or decelerations.

Alternatively, the entire course of the journey can be entered into or stored in the vehicle control system. From this known course of travel, the vehicle controller then determines the respectively expected accelerations or decelerations and controls the holding element 8 in each case into the currently required twisted position.

In addition or as an alternative, the vehicle controller can be connected to an acceleration sensor which is arranged on the vehicle 1 and is not shown. The vehicle control then controls the alignment of the holding element 8 on the basis of the current acceleration or deceleration detected by the acceleration sensor.

For further clarification, various driving states are shown in FIGS. In the driving position according to FIG. 9, the vehicle 2 is driving straight ahead and accelerating. Because of this acceleration, the load 1 has the tendency to move backwards on the load receptacle 3 . That's why

In this position, the holding element 8 is arranged so that it is located at the rear of the vehicle 1.

10 shows a driving position without acceleration or deceleration, ie in normal driving. In this position, the holding element 8 is located on the front side of the load receptacle 3, so that the load 1 cannot fall down in the front in the event of sudden braking or a collision.

11 shows cornering. During cornering, the Hal is teelement 8 on the outside of the curve side of the load receptacle 3, because during cornering after overcoming the static friction, the load 1 has the tendency due to centrifugal force to move radially outwards.

FIG. 12 shows a driving situation in which the cornering has ended and the vehicle 1 is driving normally straight ahead again. In this position, the holding element 8 is again at the front.

Of course, the invention is not limited to the illustrated embodiments be. Further refinements are possible without departing from the basic idea. The holding element 8 can also be an integral part of the load receptacle 3, which is then formed in one piece. This is then z. B. shell-shaped, with the integrally formed holding element 8 extending only over a portion of the circumference of the load receptacle 3 rich.

reference list:

1 cargo

la contact surface

2 vehicle

3 load pick-up

3a surface

4 landing gear

5 castors

6 intermediate bodies

7 vertical axis

8 holding element

9 cutouts

10 pivot axis

11 side posts

Patent Claims:

1. Vehicle for transporting cargo (1) with a cargo receptacle (3) which is arranged on a chassis (4), the cargo receptacle (3) having a retaining element (8 ) and wherein a vehicle control is provided,

characterized,

that the holding element (8) only extends over a partial area of ​​the circumference of the load receptacle (3) and is designed to be rotatable about a vertical axis (7), with the vehicle control being set up in such a way that the holding element (8) is activated based on a current or expected acceleration or deceleration of the running gear (4) in relation to the current direction of travel about the vertical axis (7) in such a way that the holding element (8) is at least on the side of the load receptacle (3) on which the load (1) is headed Overcoming the static friction between the surface (3a) of the load receptacle (3) and the con tact surface (la) of the load (1) moves towards.

2. Vehicle according to claim 1,

characterized,

that the load receptacle (3) can be rotated about the vertical axis (7) relative to the chassis (4).

3. Vehicle according to claim 1 or 2,

characterized,

that the chassis (4) is an omnidirectional chassis.

4. Vehicle according to claim 1, 2 or 3,

characterized,

that the vehicle controller determines the respectively expected acceleration or deceleration from a travel history known to the vehicle controller.

5. Vehicle according to claim 1, 2, 3 or 4,

characterized,

that the vehicle controller is connected to an acceleration sensor arranged on the vehicle (2) and controls the alignment of the holding element (8) on the basis of the current acceleration or deceleration detected by the acceleration sensor.

6. Vehicle according to one or more of claims 1 to 5,

characterized,

that the holding element (8) is designed to be lowerable at least down to the level of the surface (3a) of the load receptacle (3).

7. Vehicle according to claim 6,

characterized,

that the holding element (8) is pivotably articulated on the load receptacle (3) or the chassis (4).

8. Vehicle according to claim 6,

characterized,

that the holding element (8) is arranged so that it can be moved vertically on the load receptacle (3) or the chassis (4).

9. Vehicle according to one or more of claims 1 to 8,

characterized,

that the holding element (8) is cross-sectionally C-shaped or web-shaped.

10. Vehicle according to one or more of claims 1 to 9,

characterized,

that the holding element (8) is designed in several parts.