DD300532A5 - Method and device for transporting bobbins or bobbin-like goods of the textile industry - Google Patents

Abstract

An electric overhead conveyor of a vehicle (7) has devices for processing a transport order. The electric overhead conveyor is assigned a CPU (6). The vehicle has a computing unit (72) which can communicate with the CPU (6) and the said vehicle also has devices for providing drive (340, 341, 342), control (72), points setting and handling (330) for the goods to be transported. <IMAGE>

Description

The invention relates to methods and apparatus for transporting goods from a receiving location to a storage location and the recording and storage of the quality. "By means of a vehicle.

Are known control methods for the transport of goods, in which the transport vehicles are in constant contact with a central control computer, which monitors all vehicles in use. The vehicles are thereby supported by facilities on the edge of the transport route in the performance of their task to a high degree.

For example, in the textile industry come to many processing machines coils or coil-like goods, which must be sorted depending on their quality supplied to the processing facilities. This is especially the case with ring spinning, open-end spinning, twisting and winding machines as well as with winding machines. Goods produced on these machines are supplied to further processing machines such as winders, packing machines, etc., or they are placed in an intermediate store from which they are processed. From DE 3332899 A1, a method and a device for the orderly delivery of cheeses is accordingly known. The cheeses produced in a cheese package are collected in a buffer magazine on the cross-wound bobbin production unit and automatically transferred successively to a circular conveyor. The circular conveyor consists essentially of a chain to which hooks are attached at regular intervals. The chain passes through a drive device, by means of which the chain is moved. By means of sensors predetermined transport hooks are detected, from which the following transport hooks are counted. There is thus a continuous count of hanging on the transport hook coils. Controllable automatic bobbin transferers put the packages to be transported on free hooks of the circular conveyor. A programmable data processing device remembers the number of the hook and as soon as the hook arrives at the pickup location, the cross-wound bobbin is removed from the hook.

A disadvantage of this system is that the handling devices must be arranged at each receiving and dispensing station, with which the coils are placed on the hook, or removed from the hook again. This is on the one hand consuming, and because a lot of handling equipment and hooks are needed. On the other hand suffers the flexibility of sol. ' hen system that no branches of a Kundkurs are possible in such a circular conveyor, otherwise the length of a circular conveyor is limited by the maximum length of the chain or the maximum capacity of the chain drive.

From DE 38 24874 A1 a monorail is also known, which is used for the transport of coils. The coils coming from the winding machines are fed to the monorail of a next processing station before being picked up by the vehicle. Characteristic of this system is that the coils are arranged one behind the other in the conveying direction and the coil axes are vertical. This makes it possible to use on the vehicle passive gripping elements, which react only to a back pressure. The drivers are similar in type and function to the so-called Casablanca holders. The coils are offered according to the arrangement of the driver on the vehicle at a precisely defined distance from the vehicle for recording, the Halteeinrich device is lowered and after the holding device has been lowered to a certain height, the Spulnn are coupled to the holding device and in an upper Position moves. At the delivery point, the coils are lowered again, with the holder detaching from the coils when an opposing force occurs.

A disadvantage of this system is that intelligent handling systems must be arranged both at the receiving and at the delivery station, which move the coils in a precisely defined position, or which move pallets in the position in which the coils on the delivery station the pallet must be set. This means a high economic outlay in a system with many pickup and takeoff positions.

By DE 3532172 A1, the control of a driverless transport system for the transport of spinning cans is known. The car control is in constant contact with the central control unit. The central processor signals to the control of the trolley the approach to the card, the pickup of the can on the card, the transport from the card to the track and the unloading of the can on the track. The trolley thus operates each command for an activity. After executing the command, the vehicle is ready for the next command. A disadvantage of this system is that the central computer has to perform a high workload by monitoring all in-use transport trolley, which can occur when receiving a next command waiting times to the trolley. It is therefore an object of the invention to provide methods and devices to transport especially goods of the textile industry flexible, cost-effective and fast from receiving points to filing points and store there and provide for further processing.

The solution to this problem arises from the claims. According to the transfer order is compiled by a central computer, which sets the receiving and filing locations and the route there. This transport order is then transmitted from the central computer to a computer unit of a vehicle and then processed independently with the recording and storage of the goods to be transported by the vehicle. Advantageously, a load of the central computer during the processing of the transport order is not given here. The vehicle will not return to the central computer until the order has been fulfilled. In the meantime, the central computer has capacity for the compilation of transport orders for other vehicles or the control of other facilities of the plant. The transport order is advantageously only assembled and sent to a vehicle when a maximum of the vehicle transportable number of goods is provided. By transmitting the data of the transport order and / or the feedback of the vehicle at the central computer on a dedicated section of the route is achieved in an advantageous manner that the means for contacting the two computers must be installed exclusively on the designated section of the route. On the other hand, it may also be advantageous that in special cases, such as interference, the contact of the computer unit of the vehicle with the central computer or vice versa is made possible independently of the respective location of the vehicle. The vehicle may in this case receive new instructions from the central computer. In a provided with points route, the vehicle is advantageously equipped with signaling devices to signal order-setting points of the route. If the vehicle is approaching a switch, it is briefly stopped before entering the switch. The vehicle then indicates by means of a light signal, z. B. light - durkel or a pointer, z. B. retracted - extended, in which direction the switch must be made. Similar circuits are also advantageous over curves to ensure that the cornering area is clear of vehicles ahead. As long as a vehicle is in a curved area, entry into the curve area is prevented by influencing the drive of the following vehicle.

For the sorted storage of bobbins or coil-like goods of the textile industry individual receiving points certain depositories are assigned. Due to the unmixed storage is achieved in an advantageous manner that a further handling of the sorting of goods is avoided for further processing of the transported goods. It saves costs and time. The goods are sorted according to the process variables size, shape and / or quality. This sorting can be done both when receiving the goods and when storing the goods.

The object is also achieved by a transport system for transporting goods from a receiving location to a storage location with at least one vehicle for receiving, transporting and depositing these goods. The transport system is characterized in that data with the information about a transport order from a central computer to a computer unit of a vehicle can be transmitted and that the vehicles are equipped with the facilities for independent and active processing of the transport order. The vehicles thus include all facilities to perform the transport order without further contact with the central computer. All essential facilities for handling the goods to be transported and for controlling the exact stop positions are included in the vehicle.

The stated object is also achieved by an overhead monorail, with a vehicle having facilities for processing a transport order. On the vehicle, a computer unit communicating with a central computer and the devices for the drive, the control, the switch position and the handling of the goods to be transported are arranged. If the handling device is operated pneumatically, a device for generating compressed air is arranged on the vehicle.

If coils or coil-like goods are transported by the overhead monorail gripper devices with grippers for gripping coils or coil-like goods are arranged on the peripheral surface of the handling device.

The coils are transported in an advantageous manner substantially horizontally and transversely to the direction of travel. If the gripping devices can be controlled independently of one another, then the goods can be picked up at different receiving points and / or can be deposited at different depositing points. A particularly gentle way to handle the coils is achieved in that the grippers are variable by means of a parallelogram in their opening width. As a result, no large frictional forces are applied to the coils or the yarn wound on the coils.

To avoid falling goods in case of power failure, a mechanical lock is provided to secure the coils, which catches the coils.

Further inventive, advantageous embodiments are given in the claims.

The invention is explained below with reference to the drawings. The exemplary embodiments relates to an overhead monorail system. In an analogous manner, however, trolleys of driverless transport systems, for example, for the transport of sliver cans are also covered by the invention.

It shows

Figures 1 and 2 respectively show a layout of an inventive transport system

Fig. 3: an infrared data transmission between stationary and mobile part of the plant control

Fig. 4: the data transfer via sliding contact between stationary and mobile part of the plant control

Fig. 5: a transport vehicle in the side view

Fig. 6: a hanger of the transport vehicle in plan view

Fig. 7: a hanger of the transport vehicle in section A-A

Fig. 8: a hanger of the transport vehicle in section B-B

Fig. 9: a hanger of the transport vehicle in section C-C

Fig. 10: a hanger of the transport vehicle in section D-D

Fig. 11: a vehicle in the receiving position

Fig. 12: a vehicle in transport position

Fig. 13: a vehicle in the dispensing position

Fig. 14: Depositing sequence of small diameter coils in a container

Fig. 15: Depositing order of large diameter bobbins in a container

Fig. 16: a handling device in the front view

Fig. 17: a handling device in the side view

Fig. 18: a handling device in half-section when gripping coils of different diameters

Fig. 19: a vehicle with safety devices.

Fig. 1 shows a sketch of a layout of a bobbin transport system. At sources 1,2,3,4 and 5 coils or coil-like goods are produced. These sources 1, 2, 3, 4 and 5 may be spinning machines, winders or similar machines on which such goods are produced or provided. In the following, these goods should be referred to as coils 20. The sources 1, 2, 3, 4 and 5 are assigned targets 10, 11, 12, 13, 14 and 15. These goals are e.g. Transport crates, small pallets or stowage sections from which the further processing of the coils 20 takes place. Both the sources and the destinations may be arranged in groups 30, 31. This is advantageous if different qualities of the coils 20 are produced at the sources. The division into groups 30,31 a sorted storage of the coils 20 is possible. That is, in the embodiment of FIG. 1, coils 20 generated or provided at the sources 1, 2 or 3 are assigned to the targets 10, 11 or 12. A further assignment takes place in such a way that coils 20 of the sources 4 or 5 are fed to the targets 13, 14 or 15 in the group 31. As the example of group 31 shows, it is often advantageous if several destinations are assigned to a certain number of sources. Thus, it is possible that one of the targets 13, 14 or 15 may be set up for broke bobbins or that a higher grade purity may be achieved than presented to the floes. If the target is set up for reject bobbins, it will always be approached if bobbins do not meet the required quality. Thus, it is ensured that a qualititätsa Jängige sorting of the coils is done. A different number of sources and destinations is also advantageous if a very large number of coils 20 are generated at the sources. The fact that a larger number of targets is provided, it is ensured that at any time a destination is free, even if at other destinations z. Z. full bobbin containers are exchanged with empty bobbin containers. The type purity of Spulsn refers to both the qualities and the coil shapes. Become at the different sources both

-7- 300 5:42

cylindrical and conical coils 20 generated so they must be transported to different destinations. The same applies to coils 20 with different diameters. Of course, it is also possible to assign fewer goals to a certain number of sources. This is advantageous when there are few coils 20 produced at the sources per unit time, or when there is a small storage space for the targets and varietal purity is related to certain features, so that the residual characteristics of coils 2C are not significant for variety discrimination are. By combining several sources on a few goals, in addition to the smaller space requirement and the lower number of facilities at the destinations, the subsequent logistics are advantageously simplified, since fewer destinations have to be disposed of. In the sketched layout of Fig. 1, the route 40 is created in a circuit in which 41 branches are possible by a plurality of points. The route 40 is permanently mounted and suspended free of hail. It is composed of straight and curved portions of a running rail 47, which are mounted in slightly inclined slopes or slopes. It is also possible to include vertical conveyors in the route system. The rails 47 are related in an advantageous embodiment of standardized electric monorail systems. With vertical or inclined conveyors, it is possible to arrange the rails 47 in several levels. This is advantageous for placing warehousing. The curved portions of the running rail 47 can be curved both horizontally and vertically. By modular design of the route 40! St extremely flexible adaptation of the route 40 to a driving course possible, which is adapted in an optimal manner to the locations of the sources and destinations.

At a standby point 42 electric monorail vehicles 7 are ready for the assumption of a transport order. The standing at the forefront of a series of electric monorail vehicles 7, jobless vehicle 7 gets transmitted from a central computer 6 the transfer order. The transport order contains information about the sources and destinations to be approached, the route to be traveled with the corresponding branches, as well as the exact stop location of the vehicle 7 at the sources and destinations. As soon as a computer unit 72 of the vehicle 7 has received the order, it begins to process it. To do this, it drives to the source where the bobbins 20 are provided, picks up the bobbins 20, drives them to the intended destination, unloads them there and returns to the standby station 42. Here, the vehicle 7 joins the row of Electric monorail vehicles 7 at the back. On the vehicle devices are arranged with which the switches 41 can be switched to the required position. These switching devices are preferably infrared transmitters, which emit a signal to an infrared receiver arranged on the switch 41, which switches the switch 41 into the position required according to the transport vehicle.

The points 41 of the route 40, as well as the standby point 42, the sources 1, 2, 3, 4 and 5 as well as the destinations 10, 11, 12, 13, 14 and 15 are marked as prominent points of the route 40 in the central computer. When specifying the transport order, the marked points to be crossed are selected and the activity of the vehicle 7 to be carried out at a prominent point is written down into the transport order. So z. B. determined that a switch 41 must be placed in a branch position, that the source 1 is ignored, and that is stopped at the source 2 for a coil recording. If the vehicle 7 drives over marked points which are not noted in the transport order, the computer unit 72 of the vehicle 7 determines an error on the basis of plausibility checks. Depending on the reaction agreed upon in the transfer order or the computer unit 72, it is advantageous when a fault is detected when the vehicle 7 is traveling on a route section on which it is parked without blocking the other vehicles 7. On such a branch line, the vehicle 7 is inspected by personnel and eliminates the cause of the error. The row of vehicles 7 at the standby point 42 advances to the foremost point of the standby point 42 as soon as the foremost vehicle 7 has received its order and has left. This advance is triggered by arranged on the vehicles 7 Auffahrsicherungen. This Auffahrsicherungen respond to obstacles, which are located in front of the vehicles 7. The vehicles 7 standing behind the foremost vehicle 7 have the respective preceding vehicle 7 as an obstacle in front of them, so that they are prevented from driving on. The foremost vehicle 7 is braked by a mark arranged on the running rail 47, which can only be moved over by means of the transport order received. The Auffahrsicherungen are mechanical or electrical proximity switches, which act on the drive of the vehicles 7 and stop the vehicle 7 in the event of an obstacle. ~ λ

At the targets 10,11,12,13,14 and 15 accumulation roller conveyor 50 are arranged in this example. This has the advantage that the transport container 51 can be replaced quickly as soon as they are filled. Another advantage is that turning stations can be integrated in the accumulating roller conveyor 50 in a simple manner. This has particular advantages when conical coils 20 are deposited, since in this case the coil layers can be arranged in the transport containers 51, each with opposite conicity. It is thus possible to turn the transport container 51 by 180 ° as soon as a layer is completely filled with coils 20.

At the sources, the coils 20 for receiving by the vehicle are provided so as to lie immediately below a gripping device of the vehicle 7. Advantageously, they are located on a step conveyor belt 100, on which they were conveyed to the source. The distance of the coils 20 to each other, which corresponds to the distance of grippers of the gripping device, is dependent on the sleeve length, since the projecting beyond the winding of the coils 20 sleeves abut each other. The coils 20 lie on a part of their peripheral surface on the step conveyor belt 100. This arrangement of the coils 20 has the advantage that the distance from each other regardless of the coil diameter in each case is the same, without additional means for accurate compliance with the distances are needed.

The route 40 is divided into different block sections. The block sections, for example, begin after a curve and end, for example, before the next curve. Further elements within the route 40 at the beginning or at the end of a block route are receiving or depositing positions as well as points. The individual block sections can be fed independently of each other. This has the effect that vehicles can not get to critical points in the route 40, if there is a risk of collision. If, for example, a vehicle is in a curve, then the following vehicle can not enter the curve area at the same time. This prevents that the two vehicles 7 collide with each other by insufficient Auffahrschutz in the curve area. In the turnout area is blocked by the circuit of the block sections that vehicles retract into an open switch and crash. The block circuit is done darart that, as soon as a vehicle is in a critical block route, the previously located block route

is switched off. As a result, the drive of the vehicle 7 is interrupted until the preceding vehicle 7 has left the critical block route again and the block section of the following vehicle 7 is again connected in a current-carrying manner.

In Fig. 2, a bobbin transport system is shown in which the data transmission between the plant controller and the vehicle 7 is performed with infrared rays. The system control is performed by a central computer 6. At the standby station 42, the vehicles 7 are in waiting position and are initially without order. A bobbin transport at the sources 1 and 2 is constantly running. The source here is a rotor spinning machine. The bobbin conveyor belt is stopped only for the bobbin changing operation at the individual spinning stations and for depositing a full bobbin on the bobbin conveyor belt. The coil conveyor belt opens at the end face of the rotor spinning machine in a step conveyor belt 100. Once four coils have accumulated on the Schritttr3nsportband 100, a signal for disposal of the central computer 6 is kept ready. The central computer 6 queries the sources in the polling process, whether coils 20 are ready for disposal at the sources. The Polling-Verf means a cyclic query of the individual sources, whether coils 20 are present for disposal. The central computer 6 then prepares the Transponbedarfsmeldung the rotor spinning machine 1 and 2 in corresponding orders for the monorail vehicles 7.

Depending on the fineness of the type-purity control of coils 20, either the configuration entered in the central computer recognizes which material of which quality is produced at the individual sources. If the varietal purity to be met more accurately, the information of the individual coils are detected at the sources and forwarded to the central computer 6. There, a compilation of the transfer order is performed depending on the variety purity. After the coils have been detected at the source in the central computer 6, the most appropriate target is set by the central computer 6. The definition of the target is based on the quality or variety of the coil and the shortest and thus fastest possible route. In the exemplary embodiment of FIG. 2, two sources 1 and 2 are assigned to the two targets 10 and 11. The two goals 10 and 11 in this embodiment are accumulation roller conveyors 50 in which empty transport containers are fed from one side to a turning station and the filled transport containers are removed on the other side of the accumulating roller conveyor. At the accumulation roller conveyor 1 and 2, the sensors 110,111,112 and 210,211,212 are arranged. The sensors 110 and 210 detect whether empty transport containers are in stock. If this is not the case, the respective destination can no longer be included in a transfer order as soon as the current transport container is filled. The sensors 111 and 211 are arranged at the turning stations Jer Staurollenförderer. They monitor the current position of the turning device. Is in the storage of conical bobbins in transport containers with multiple layers of coils 20 one above the other completely filled a position in the transport container, the turning station is rotated by 180 '. As a result, a uniform filling of the transport container is achieved with conical coils. The sensors 112 and 212 detect whether the accumulation roller conveyors 50 have a further capacity for full transport containers. If there are full transport containers on the sensors 112 and 212, the respective destination for a transport order can no longer be taken into account. Only when the jammed full transport containers have been removed from the accumulation roller conveyor 50, it is possible that these buffer zones accommodate more full transport containers from the turning stations. Once a suitable destination has been fixed by the central computer 6, the next to be occupied position in the transport container is set. The position advantageously depends on a predetermined filling pattern, which is described in greater detail with reference to FIGS. 14 and 15. This determination of the next position has the advantage that only the stop position of the vehicle 7 must be varied, and not the transport container must be moved to different positions. In the transport order is further determined by the central computer 6, as the storage direction must be at conical coils 20. As already described above, this is dependent on the position of the conical coils 20 on which a new position of conical coils 20 is to be laid. Depending on the embodiment of the bobbin transport system, the turning station is then moved into the correct position or it is determined in the order in which direction the conical coils on the Vehicle 7 should be aligned.

After the assignment of the destination to the source of the record for the transport order of the vehicle 7 is assembled. These data are then sent from the central computer 6 to the vehicle 7. This is done in this embodiment via an infrared transmitter 61. On the vehicle 7 is e ^; r. Infrared receiver arranged, which forwards the data to a computer unit 72 of the vehicle 7. This data represents an internal driving course for the vehicle 7. After the order has been accepted in the computer unit 72 of the vehicle 7, the vehicle 7 starts and compares this position at each position of the route 40 at which a decision must be made with the internal driving course. From this orientation of the vehicle 7, it is decided for the vehicle how it should react. A reaction consists of either picking up the coils 20, depositing 20 or switching a switch. On the running rail 47 three different types of flags are fixed. These are synchronization flags 43, counting flags 44 and neutral lugs 45. Initiators 71 are arranged on the vehicle 7. These initiators 71 respond to the flags 43,44 and 45, respectively. The vehicle 7 first passes over the synchronization flag 43. Thus, all counters in the vehicle are set to zero. This avoids that false sources or targets are approached. In front of each source 1 or 2 and before each target 10 and 11, respectively, a counting flag 44 and a neutral flag 45 are arranged. These flags are run over by the vehicle 7, if the vehicle 7 is not located at the source or destination relevant to the execution of the order. If the vehicle 7 has arrived at the source named in the order and passes over the counting flag 44, a signal is given via the initiator 71 to the drive of the vehicle 7, which causes a reduction in the driving speed. This ensures in an advantageous manner that with the reduced driving speed, the braking distances are so low that the relevant positions are exactly approachable. After reaching the Zählfahne 44, the zero flag 45 is reached with the reduced speed. If the vehicle 7 is located at a source 1 or 2 at which the receiving position takes place at the same point in each case, then the vehicle stops exactly at the neutral lug 45. On the vehicle 7 gripping devices are arranged, which are lowered to the height of the coils 20 provided. The gripping devices grip the provided coils 20 and raise them to overhead height. As soon as the gripping device is again at the level of the vehicle 7, the vehicle continues to travel again at the maximum speed to the intended storage location. If switches 41 are arranged in the driving course, the instantaneous position of the

Vehicle 7 recorded and evaluated by the computer unit 72 on the vehicle 7. If the switch 41 is not in the required position, the switch 41 is set via a signal emitted by the vehicle 7. If the vehicle 7 has arrived at the intended destination 10 or 11, it in turn passes over a counting flag 44, as a result of which the transport speed is reduced. Following this, the zero flag 45 is passed. Since in the storage of the coils 20, the exact storage position can vary in the transport container, the exact removal of the storage position was determined by the zero lug 45 in the transfer order. An incremental counter arranged on the vehicle 7 counts the revolutions of one of the carrying rollers of the vehicle and thus determines the exact length of the traveled distance. When the predetermined distance has been covered, the vehicle 7 is stopped. The gripping device with the coils is lowered, the gripping device releases from the coils and is then transported up to the height of the vehicle 7 again. After the vehicle 7 has completed the order, it returns to the standby point 42 and waits for a new order. If it is ascertained via the initiators 71 on the vehicle 7 that the passages that have been made can not coincide with the internal order or that coils 20 can not be picked up or delivered or that other errors have occurred during the execution of the transport request, then it is advantageous if the layout of the transport system is provided a side route into which the vehicle drives. This ensures that other vehicles 7 are not hindered in the performance of their orders. The vehicle 7 in which an error has occurred can then be inspected by a person and the cause of the error can be searched for.

The number of vehicles required per transport system depends on the number of coils 20 produced per unit time and the length of the driving course. In systems with 10 rotor spinning machines is generally given with 2 to 5 vehicles an optimal ratio, in which a punctual disposal of the machines and an optimization of the efficiency is achieved. If the vehicle 7 has arrived at the standby point 42, it acknowledges its order in the central computer 6. As a result, the vehicle 7 is released for a subsequent order.

Due to the available intelligence by the computer unit 72 on the vehicle 7, it is possible to perform a target control. This means that the vehicle 7 has set a destination and the path to this destination itself is being paved. Before points 41, it is thus possible to bring them into the appropriate position. The route 40 is divided into block sections. These block sections are sections in which individual vehicles 7 can not overtake. If one of the vehicles 7 has a fault which makes it impossible for the vehicle 7 to continue the journey, an electrical signal is sent to this section of the route 40, which is evaluated by the central computer 6 and taken into account in new orders , It is thus not possible for other vehicles 7 to enter this blocked section and they must drive around the blocked block route.

The initiators 71 of the vehicle 7 respond to the flags 43,44 and 45. While an initiator 71 is responsible for the synchronization lug 43 and the neutral lug 45, two initiators 71 are provided for the counting lug 44. When crossing the synchronization flag all counters on the vehicle 7 are set to zero. The zero vane 45 sets the distance measurement to the value zero and thus causes the measurement of the distance covered by the vehicle 7 from the zero vane 45. The counter vane 44 sets a counter in the computer unit 72 of the vehicle 7 by the value "1" higher in the computer unit 72, the number of marked points covered in the route 40. Counting flags 44 are arranged at the points of the route 40 where a decision must be made.This is the case, for example, with sources, targets and points In order to decide whether the vehicle stops or continues, the point setting is decided on switches, and the order of transport is thus determined as to what is to be performed on the vehicle 7 which has been driven over, and it is therefore for error-free and reliable operation the bobbin transport system important that the count of the flags 44 successful For this reason, two initiators 71 are arranged on the vehicle for detecting the counting flags A < . The two initiators 71 are connected to each other in such a way that the computer unit 72 detects whether the vehicle has run over 7 different flags 44, or whether z. B. by vibrations the same Zählfahne 44 has delivered several counts to the initiators 71. In the event of vibrations, it is possible for the initiators 71 to run over the same counting flag 44 several times forwards and backwards. By the circuit of the two initiators 71 is now causes that in a Vorwärtsüberfahrung the Zählfahne 44, the counter is increased by one, while in a Rückwärtsüberfahrung the counter is decremented by one. As a result, each counting flag 44 is counted only once. The use of the flags 43,44 and 45 causes in an advantageous manner that is actively controlled by the computer unit 72 with these simple, passive components of the vehicle 7. As a result, in particular the advantage is achieved that the bobbin transport system is extremely flexible in the Einricr .. jng sources and targets. At low cost new sources and targets can be integrated into existing plants by the arrangement of additional Zählfahnen 44 without the complicated in comparison to the flags active components of the vehicles 7 are changed.

In Fig. 3, the optical data transmission from the central computer 6 to vehicles 7 by means of infrared rays is shown. For this purpose, the system is divided into a mobile part and a stationary part of the system control. The mobile part of the system controller designates the computer units 72 on the individual vehicles 7. The stationary part of the system controller designates the central computer 6. Via the central computer 6, a personal computer, the input of the available sources and destinations as well as the individual data are entered Sources or destinations existing coil qualities. It is possible that completely different transport goods are made available at the different sources. With the transport system according to the invention, it is now possible to dispose of winding and rotor spinning machines with a common transport system. Accordingly, the goals must be defined differently. It is also possible by this flexible system in an advantageous manner that sources with frequently changing qualities are redefined via the personal computer. The input of new parameters of the sources and destinations takes place via the personal computer. Bus modules 82 prepare the data for transmission into usable signals. The data transmission takes place in the full duplex method, d. H. Data can be received and sent from both the mobile and the stationary part of the controller.

In the stationary part of the plant control, as well as in the mobile part of the plant control, an infrared transmitter 61 and an infrared receiver 62 is arranged. The infrared transmitter 61 of the stationary part communicates with the infrared receiver 62 of the mobile part of the system control. Likewise, conversely, for the data transmission from the mobile part to the stationary one

Part of the plant control. Thus, an infrared transmitter 61 and an infrared receiver 62 are arranged both in the mobile part and in the stationary part. The transfer of data takes place up to a distance of 200 m. The mobilv.ii part of the plant control, i. On the vehicle 7, received via the infrared receiver 62 signals are passed to a programmable logic controller in the vehicle 7. This programmable logic controller represents the computer unit 72 of the vehicle 7. The received signals are used to fill the variable parameters of the stored program. In these parameters, the information on receiving and delivery point and the switching positions of the points are set, which are necessary for the individual order fulfillment. As a result, the targeted order processing for the vehicle 7 is possible.

The programmable logic controllers 81 of the stationary part of the system control are arranged, for example, on the targets. About this programmable logic controllers 81, the position of the turntable are controlled at Staurollenförderern. The central computer 6 takes on these programmable logic controllers 81 as well as on the programmable logic controllers 72 of the mobile part of the system control in dependence of the job to be created influence. The difference to the programmable logic controllers, which constitute the computer unit 72 of the mobile part, to the memory programmable controllers 81 of the stationary Toils the system control consists in the possibility of data transmission. While the transmission to the mobile Toil must be flexible, it is more advantageous and less expensive if the data is transferred to the programmable logic controllers 81 of the stationary part via lines.

FIG. 4 shows an advantageous alternative to the optical data transmission by means of infrared rays. The central computer 6 is connected as well as in Figure 3 with programmable logic controllers 81 via lines. At nodes bus modules 82 are arranged. The signal transmission takes place in the embodiment of FIG. 4, in contrast to the embodiment of FIG. 3 not by infrared rays, but via sliding contacts 73 and busbars 46. Between the central computer 6 and busbar 46, an electronic transducer 83 is arranged. This transducer 83 prepares the data so that the central computer 6 can communicate with the respective mobile controllers. The busbars 46 are tapped by the individual mobile controllers or vehicles 7 via sliding contacts 73.

The signals picked up by the sliding contacts 73 on the busbar 46 are converted in the signal converter 83 on the mobile control into a signal which can be evaluated by the programmable logic controller or the computer unit 72 of the vehicle 7. At each vehicle 7, a transducer 83 is arranged so that the specific for this vehicle 7 certain signals can be detected.

The embodiment of Figure 4 has over the embodiment of FIG. 3 has the advantage that the central computer 6 at any time with the. individual computer units 72 of the mobile controllers can communicate. In the embodiment according to FIG. 3, this is possible only in the range which can be reached by the Ir.frarotsender 61 of the central computer 6. The embodiment of FIG. 4 brings in particular VorteilG in case of a fault on the mobile or stationary elements of the system. In addition, it has advantages regarding. standby station 42.

While in the embodiment of Figure 4 without additional effort several standby points can be set up and thus a uniform distribution of vehicles 7 over the entire transport system is possible, would be set up in the embodiment of FIG. 3, an additional infrared transmitting station. The uniform distribution of vehicles 7 over the entire transport system has the advantage that, especially in large transport systems, the access routes of the vehicles to the individual sources can be kept very low.

In Fig. B, a vehicle 7 is shown on a running rail 47. The running rail 47 is advantageously a running rail for overhead monorail systems according to the VDI Guideline 3643 / C1. Likewise, the drive unit 74 and the chassis 75 are known elements of electric monorail systems. For the power and data transmission 47 sliding lines are arranged in a known manner on the running rail. These contact rails are not shown in Fig. 5. The chassis 75, which, depending on the length of the vehicle 7 consists of two or more support rollers and a plurality of lateral support rollers, receives the hanger 76 at lower receiving points. The hanger 76 consists essentially of the elements for compressed air generation, for the control and handling of the coils. To control the vehicle 7, the computer unit 72 is arranged in a control box 310 on the hanger 76. In the switch box 310, the programmable logic controller and, depending on the embodiment of the signal converter 83 is arranged. If the data transmission takes place optically via infrared rays, the computing unit 72 receives its signals via an infrared receiver 62 arranged on the housing 76. To transmit the data from the computer unit 72 to the central computer 8, the infrared transmitter 61 is likewise arranged on the hanger 76. The arrangement of the infrared receiver and transmitter 61,62 on the hanger 76 has the advantage that the area below the running rail 47 is least occupied with obstacles. For optical data transmission, a visual connection between transmitter and receiver is necessary to ensure data transmission. The area above the running rail 47 is generally present. traversed the suspensions of the rails 47, which are obstacles to the visual connections. In the case of a support of the rails 47 with floor supports an arrangement on the vehicle 7 above the rail 47 is cheaper because in this case the obstacles below the rail 47 are more common. On the chassis 75, the initiator 71 is further arranged. From the initiator 71 arranged on the rail 47 switching flags are registered. The initiator 71 is connected to the computer unit 72 in the control box.

The chassis 75 are hinged to the crossbar 300 of the hanger 76. This ensures that both horizontal and vertical curves of the rail 47 are passable. On the crossbar 300, the hanger 76 is rigidly attached. In addition to the control box 310, the compressor with the pressure vessel 320 and the handling device 330 are arranged substantially. The pressure vessel 320 is attached to a carrier 321. The drive for the handling device 330 and the compressor 325, not shown in FIG. 5, are mounted on the carrier 321. The handling device 330 advantageously consists of several transversely to the direction of travel of the vehicle 7 arranged üreiferpaaren 332. The arrangement transverse to the direction of travel causes in an advantageous manner that the recording and storage of the coils takes place under very little effort for the placement of the receiving and storage. This achieves an extremely cost-effective and flexible transport system. Another advantage consists in the short length of the vehicle 7 that can be achieved thereby. Since the length of the vehicle 7 has a direct influence on the minimum radii of the rails 47, one is

shorter length of the vehicle 7 more advantageous. The shorter the vehicle 7 or the traverse 300, the tighter the curves are feasible and the better an adaptation to the building or plant layouts is possible. If the length of the vehicle exceeds a maximum value, the hanger 76 is articulated, resulting in a loss of stability, which is compensated by additional trolleys 75. The arrangement of the handling device 330 transversely to the direction of travel also ensures that a flexible adjustment of the number of grippers 332 is possible without changing the hanger 76. So it is possible without much additional effort, vehicles with z. B. three, four or five pairs of grippers 332 equip. However, it has proved to be advantageous to arrange four gripper pairs 332 in the handling device. This advantageous Arudhl results from the frequent use of standardized transport containers in which the bobbins are deposited, which are designed in such a way that four bobbins 20 fit in their width into a row in the transport container.

The grippers 312 are hinged together so as to be movable in the manner of a parallelogram. This avoids that a relative movement acts on the coils. This allows a very gentle handling of the coils, since the grippers are always vertical by this arrangement and do not grab a threatening movement under the coil. When engaging under the coil would be dragged to the individual Fadenwickon, whereby they would be subject to wear. Another advantage in such a movement of the grippers is that the lateral Plätzbedarf the gripper 332 when gripping and releasing the coil is extremely low. This has an effect particularly on the transport containers, in which the packing density of the coils should be extremely high. Would the gripper unload when you let go of the coil, so the distance to the transport container or to the next coil should be very large to avoid contact of the gripper 332 with the adjacent coil.

The grippers 332 are pneumatically controlled. The gripping force of the grippers 332 is adjustable depending on the pneumatic pressure. This ensures that coils with low coil density are absorbed with a lower gripping force and damage is thereby avoided.

The Greifvorrichtungen.sind arranged such that the coils are gripped at the periphery. The axes of the coils are aligned substantially horizontally and transversely to the transport direction. This results in the advantage that in the transport containers on the one hand, a high packing density is achieved and on the other hand, the coils need only be rotated very little. The fact that the coils are delivered to the receiving point as well as they should come to rest in the transport container, they do not often need to be detected by devices and rotated in the currently correct position. As a result, a gentle handling of the coils with a low risk of damage in an advantageous manner possible.

The handling device consists of individual gripping devices, wherein a gripper pair 332 is arranged on each gripping device. Thus, each individual coil of a gripper pair 332 is individually tangible. Depending on the type of purity that is to be achieved at the delivery point, it is now possible to perform all gripping devices of a handling device together or independently controllable. If a high grade purity is to be achieved, then it is advantageous if each individual gripping device can be controlled individually. This creates the possibility of transporting individual bobbins, which do not match the other bobbins of a transfer order due to their other variety, to other destinations. If a not so high type purity is needed or the coils are already sorted delivered at the receiving location, all grippers 332 of a vehicle 7 are opened and closed simultaneously. This possibility leads to a lower control wall and also to a lower mechanical complexity.

The force for gripping the coils in dependence on the coil density is adjustable via a valve for regulating the air pressure at the gripping device. For a gentle access of the gripping device to the coils, it is just as important in addition to the gripping force to regulate the access speed of the gripping device. A reduction in the access speed of the gripping device is set via a throttle for regulating the air pressure supplied from the compressor 325. The lower the access speed of the gripping device to the spool, the more gently the spool is gripped, since the grippers 332 are decelerated by the winding of the spool and the load on the spool is therefore lower at a slower speed than at a higher speed.

Regardless of the gripping force and the access speed of the gripping device, it is possible with the gripping device shown in Fig. 5, to grip coils of different diameters. The arrangement of the gripping devices in the direction of travel side by side and in such a way that the coil axes substantially transversely to the direction of travel and aligned with each other, d. H. are lined up transversely to the direction of travel, the distance between the coils is always constant. This means that coils of different coil diameter have the same lateral space requirement. The maximum bobbin diameter is limited only by the maximum gripping width of the grippers 332, but not by the distance of the Groüvorrichtungen from each other.

The switch box 310 is advantageously arranged at the end of the vehicle 7. It is closed by a cover 311. Due to the low arrangement of the control box 310, it is easily accessible for maintenance. Due to the fold-down of the lid 311, the unobstructed access to the computer unit 72 or the programmable logic controller is well ensured. On the switch box 310, a clutch 312 is also arranged. About this coupling, it is possible to connect to the vehicle 7, a manual control. The manual control ensures that in case of a defect z. B. the central computer 6, the disposal of sources can be performed manually controlled. The manual control is also advantageous when a vehicle 7 is to be checked for its functionality or when a defective vehicle is to be driven from the route 40. For the manual control, the movements of the vehicle 7 as well as the movements of the grippers 332 and the lowering of the handling device 330 are manually controlled. The drive unit 74 is responsible for dig movement of the vehicle 7. The motor 741 is connected via a gear 742 to a drive roller which rolls on the fair rail 47. A manual transmission is possible via a mechanical coupling on the gearbox 742. In the event of a power or control failure on the vehicle 7, the operating personnel are able, by actuating the mechanical coupling, to push the vehicle 7 onto a siding in the manual sliding operation. On a siding the main line of the system is not blocked, whereby the unobstructed bobbin transport by the remaining vehicles 7 continues to take place.

To control the recording and dispensing locations switching flags are arranged on the routes. For each breakpoint two Fahnrin are provided. At the first flag, the engine speed is lowered from fast to slow. The second flag causes the distance previously set by the central computer 8 to be measured up to the breakpoint. For the exact distance measurement, an incremental measuring device 751 is provided, which is arranged on the non-driven roller of the chassis 5. The incremental measuring device 751 counts the revolutions of the non-driven roller, thereby closing the traveled path. The fact that the rear roller is not driven, it runs off substantially slip. As a result, a very accurate Wogstreckenmessung is possible. The measured distance is transmitted to the computer unit 72, whereby a signal is given to the motor 741 after reaching the intended distance so that it stops the vehicle 7.

The pressure vessel 320 is connected to the handling device 330 via spirally wound compressed air hoses 322. The spirally wound compressed air hoses 322 advantageously prevent jamming of the compressed air hoses 322 during a movement of the handling device 330. In addition, in the retracted state of the handling device 330, the spirally wound compressed air hoses 322 do not hang down below the lowermost edge of the vehicle 7. As a result, the risk of getting stuck in the compressed air hoses while driving the vehicle 7 is prevented. In order to achieve the most space-saving attachment of the handling device 330 on the hanger 76, the compressed air hoses 322 are attached via a rocker 323 to the handling device 330. The compressed air hoses 322 open into the rocker 323, which in turn is fixed in the hinge 324 at the top of the handling device 330. In the raised position of the handling device 330, the rocker 323 folds flat against the top of the handling device 330. When the handling device 330 is in the extended state, the rocker 323 is brought into a folded-up position via the joint 324. This ensures when storing bobbins in transport containers that no additional lateral space is needed. This ensures a high packing density of the coils in the transport container.

For receiving conical coils, the grippers 332 are each arranged rotatably about a vertical axis. This ensures that the grippers 332 grip the coils on as large a surface as possible. As a result, the surface pressure on the coil winding is minimized. Due to the deflection of the gripper 332, the position of the conicity of the gripped coil can be detected by sensors. If the vehicle 7 is an embodiment with individually rotatable gripper pairs 332, an orientation of the conical coils in a same direction can be carried out on the basis of this signal. If the sorting of the conical bobbin in the same position already carried out at the receiving position of a device, it is possible in a non-illustrated embodiment, dais all gripper pairs 332 rotate about a vertical axis of the handling device 330, whereby a reorientation of the conical bobbins. This eliminates the need for turning stations on the targets, since depending on the location in the transport containers, the correct orientation of the coils has already been taken on the vehicle 7.

If the distance of the coils from each other is not sufficiently large, it is necessary for a rotation of the individual coils to obtain a sufficient distance from each other. This is possible by a telescopic broadening by moving the handling device 330 apart from one another. For transport, it is advantageous to move the spool at a minimum distance from each other. As a result, the driving stability of the vehicle is increased and also minimizes the lateral space requirement of the vehicle.

Fig. 6 shows the detached from the chassis hanger 76 in plan view. The sections of FIGS. 7 to 10 are shown in FIG.

On the carrier 321, a motor 340 is arranged. With this motor 340, the handling device 330 is varied in height. The motor 340 is preferably a displacement armature motor which is braked when de-energized. A compression spring displaces the motor shaft on which the rotor and the brake are firmly mounted. If the voltage on the motor fails, the brake in brake shoes is pressed.

This ensures that the handling device is fixed at its present height in the event of a power failure. Eswird the risk is avoided that the handling device 330 drops abruptly in a power failure and possibly injured persons. In addition, this provides the advantage that, when the handling device 330 is in its upper position, a mechanical fixation is given. This can be dispensed with a power supply of the motor 340 during the transport process. Subsequent to the motor 340, a gear 341 is disposed on dom carrier 331. By the gear 341 takes place a reduction or reduction of the speed of the motor to the desired speed of a roller 334. Between the gear 341 and the handling device 330, a clutch 342 is arranged. This coupling causes a cheaper installation and adjustment possibility, as this light axle offsets can be compensated. If forces occur too great on the handling device 330, the coupling 342 acts as protection for the motor 340 and the transmission 341. Oversized forces can occur at the handling device 330 if, for example, it hangs on objects when it winds up.

On the shaft from the clutch 342 to the handling device 330, an incremental measuring device 343 is arranged. With this incremental measuring device 343, the actual revolution of the winding device 333 is measured. This is advantageous for measuring an exact measurement of the instantaneous height of the grippers 332. On the roller 334 of the winding device 333, a flexible belt is rolled up, on which the grippers 332 are fastened to a frame. The flexible band is very wide compared to its thickness, whereby a low-vibration suspension of the gripper 332 is ensured. The flexible band is mounted on the roller 334. It is arranged such that it is guided over the two deflection rollers 335. Upon a rotational movement of the roller 334, the two parts of the flexible band are either rolled up or unrolled. This results in an upward or downward movement of the gripper 332nd

The incremental measuring device 334 consists of a metal impeller and an induction meter. As soon as a wing moves past the induction meter, a signal is registered. The more vanes are arranged on the impeller, the more accurately the partial revolutions of the shaft can be measured. From the circumference of the roller 334 and the thickness of the flexible belt, the current height of the gripper is opened up together with the number of revolutions.

In Fig. 7, the section A-A from FIG. 6 is shown. In this side view, the housing 76 without gripper 332 and without switch box 310 is shown. In this embodiment, the functional units motor 340, gear 341, clutch 342 and the roller 334 are advantageously arranged below the traverse 300. This ensures that the vehicle 7 is not behn.dert when driving through tight vertical curves. Oie height of the chassis 75 can be kept low, so that standard components according to the VDI Guideline 3643 / C1 can be used. In the illustration of Figure 7 shock absorbers 344 are clearly visible. Shock absorbers 344 provide a gentle location for the end position of grippers 332. Another advantage of shock absorbers 344 is that grippers 332 are always in a slightly biased condition in the upper position. As a result, a rocking of the gripper when starting, cornering or braking the vehicle 7 is avoided. The shock absorbers 344 are preferably disposed at the four corners of the carrier of the grippers 332. As a result, a very good achievement of the required properties is achieved. Of course, other types of spring-damper systems are also possible with which a preloaded and guided end position of the handling device 330 is made possible.

The pressure vessel 320 is arranged in the embodiment of FIG. 7 below the carrier 331. The compressor 325 is located adjacent to the engine 340 on the carrier 321. The arrangement of the engine 340, compressor 325 and the handling device 330 may vary depending on the embodiment of the vehicle 7. The arrangement depends on the weights of the components used. However, it is always important to ensure that the most uniform possible weight distribution on the vehicle 7 prevails. This ensures safe driving of the monorail. On the carrier 331, a valve 322 is arranged. Via the valve 322, the air pressure acting on the gripper 332 from the compressor 325, adjustable. By changing the air pressure, the force for gripping the coils is varied. This is advantageous in order to adjust the force as a function of the spooling density. A throttle 323 effects an adjustability of the access speed of the gripping device to the coils. By the throttle 323 of the air pressure of the compressor 325, which acts on the gripping device, adjustable.

8, the section B-B of FIG. 6 is shown. On the carrier 331, the compressor 320 is arranged transversely to the direction of travel. On the support 331, the gear 341 is attached. The incremental measuring device 343 is located on the coupling 342. The incremental stapling device 343 consists of an incremental blade (not shown) as well as an incremental encoder. The incremental encoder consists of an impeller. The impeller of this embodiment has four blades. This achieves a measurement accuracy of V "revolution of the shaft which drives the roller 334. Of course, an impeller with a larger number of wings can be arranged, whereby a higher Meßgensuigkeit is achieved.

The carrier 331 is fastened to a base carrier 301. The Grundträyer 301 ensures a stable attachment of the individual devices that are necessary for processing the transport order. In addition, the base support 301 allows a clear and therefore easy to install arrangement of the individual components. The base support 301 is attached to the cross member 300 via centrally located suspensions. The Traverse 300 represents the interface to the commercial elements of a monorail system.

In Fig. 9, the section C-C of Fig. 6 is shown. The section Q-C illustrates the winding device 333 in more detail. On a support transverse to the base support 301, the roller 334 and the Unilenkrollsn 335 are arranged. Fig. 9 illustrates a developed state of the roller 334. The arrangement of the plastic sheet 337 on the Wabo 334 is such that both sides are unwound unwound. This ensures a uniform up and down movement of the handling device 330 attached to the plastic strip 337. One of the pulleys 335 is mounted vertically movable. Is the plastic tape 337 loaded, d. H. if the handling device 330 hangs free on the plastic belts 337, then the height-movably mounted deflection roller 335 is depressed to its lowest position. Once the handling device 330 encounters a downward movement on an obstacle, so that the plastic band 337 is relieved, the height-adjustable mounted deflection roller 335 moves to its upper position and thereby actuates a discharge switch 330. The discharge switch 336 causes an immediate stop of the motor 340th Dies is achieved in an advantageous manner that the lowering of the handling device 330 is lowered at the receiving point up to the height of the coils available and that upon delivery of the transported coils, the handling device 330 stops automatically at the height of the last position in the transport container. In the event of failure, relief switch 336 or in the event that the storage or receiving point is lower than the lowest possible lowering of the handling device 330, a metal body 338 is disposed in the end region of the plastic strip 337. Once the roller 334 is nearly unwound, the metal body 338 moves past a sensor 339, thereby generating a signal to stop the motor 340. The metal body 338 is advantageously a metal rivet inserted into the plastic strip 337. This has the advantage that it does not apply high on the roller 334 when winding up the plastic strip 337 and thus prevents damage to the plastic strip 337 wound over the metal body 338.

If, when the plastic strip 337 is relieved, the deflection roller 335 is moved to position 335 ', the unloading switch 338 is relieved and gives a signal to the motor 340. The motor 340 stops by the signal. The motor 340 starts again via the computer unit 72 controlled. The unload switch 336 thus has only the function of switching on the motor 343 and not the function of switching on.

In Fig. 10, the section D-D of Fig. 6 is shown. From this, the storage of the height-adjustable guide roller 335 can be seen. The axis of the guide roller 335 is connected at both ends with tension springs 345. The tension springs 345 cause the guide roller 335 is moved in the unloaded state in an upper position. As a result, the discharge switch 336 is deflected. The tension springs 345 are designed so that they move the deflection roller 335 very quickly in the upper position with a discharge of the handling device 330. As a result, a quick shutdown of the motor 340 is ensured.

FIGS. 11 to 13 show a vehicle 7 during various situations of the transport process. Fig. 11 shows the vehicle 7 at a source. The handling unit 330 is lowered to the height of the spools 20. The grippers 332 enclose the coils 20 at their periphery.

The grippers 332 are driven by compressed air cylinders. Therefore, the compressed air hose 322 leads from the compressor 320 to the handling device 330. The rocker 323 is inclined slightly upwards. The plastic band 337 is partially from the

Roll 334 unwound. As soon as the grippers 332 have reached the level of the bobbins 20 and impinge on a bobbin support, the unloading switch 336 arranged on a deflection roller 335 reacts and stops the motor 340. The computer unit 72 then sends out a signal indicating the compressed air cylinder at the handling device 330 activated, thereby closing the gripper 332. Once the coils 20 are gripped by the grippers 332, the motor 340 is again set in motion and winds the plastic tape 337 onto the roller 334. As a result, the handling device 320 is conveyed into the position of FIG. 12.

If the handling device 330 is in its uppermost position, as shown in FIG. 12, then the vehicle 7 is ready to drive. In this position, the vehicle 7 processes the further transport order. It goes from the source mentioned in the transfer order to the predetermined destination. In the position shown in FIG. 12, the handling device 330 is in its most stable position. In addition, it is ensured in this position that the reaching under the lower edge of the running rail 47 height of the vehicle 7 is minimized. This reduces the risk of collision with obstacles.

13 illustrates the vehicle 7 at a destination 10. The handling device 330 is located in a transport container 51. The grippers 332 still comprise the coils 20. As a next step, the pneumatic cylinders of the handling device 330 are brought into a depressurized position. The grippers 332 are acted upon with no compressed air, so that the gripper 332 apply substantially no force to the coils 20. The articulated arrangement of the gripper 332 ensures that the lateral space requirement of the gripper 332 during opening is minimal. After the grippers 332 are depressurized, the plastic tape 337 is rolled onto the roller 334. The grippers 332 slide, favored by the shape of the grippers, flat past the coils 20 without touching adjacent coils 20. Especially with such long stroke paths of the handling device 330, the advantageous arrangement of the plastic bands 337 is characterized. The two plastic bands 337 are arranged laterally next to the running rail 47 on the hanger 76. In an advantageous embodiment, the width of the plastic strip 337 is approximately 10 cm. This avoids swinging the handling device 330 during deflation and pull-up. The use of only two plastic bands 337 is very advantageous because of the low technical complexity, in particular, since only a winding device 332 is required for the stable operation of the handling device 330. The compressor 325 supplies the compressed air supply for the grippers 332. In this exemplary embodiment, it is connected to the grippers 332 via two spirally wound hose lines. The first of the two compressed air hoses 322 is responsible for the closing and the second compressed air hose 322 for the opening of the gripper 332, starting from the pressure release position. From the supply and exhaust port of the compressor 320, a filter is arranged, which protects against the high dust accumulation in the spinning mills.

With a suitable arrangement of the exhaust valve of the compressor 325, the exhaust air for cleaning the air filter of the compressor 325 and for blowing off the running rail 47 may be used. This is advantageous since, especially in spinning mills, a large amount of dust accumulates, which adversely affects the functioning of the compressor 325 and of the overhead monorail.

The spirally wound compressed air hoses 322 have the advantage that they expand on the one hand to the lowest point, which starts the handling device 330, and on the other hand take up little space when the handling device 330 is pulled up. A snagging or entanglement of compressed air hoses 322 is thereby excluded. In a further embodiment of the invention, the compressed air hoses 322 are wound up or unwound together with the plastic strip 337 on a roll. The advantage of this embodiment is a gentle handling of the compressed air hoses 322nd

The winding of the plastic tape 337 is advantageously controlled by both the incremental measuring device 343 and the unloading switch 336. While the discharge switch 336 responds to a relief of the plastic band 336, the winding with different speeds is possible with the length-measured up or unwinding of the plastic strip 337. So it is advantageous if the greater part of the abzuzuspulenden track is performed at a faster speed.

Shortly before reaching the predetermined Abspullänge the speed of the unwinding of the plastic strip 337 is reduced. This has the advantage that shortly before an end position of the slow speed is engaged, causing a gentle stopping of the handling device 330 is caused.

The arrangement of the plastic bands 337 laterally adjacent to the running rail 47 such that the width of the plastic strip 337 extends in the direction of travel, is achieved in an advantageous manner that on the one hand a high lateral stability is achieved, and on the other hand, a stability against pivoting movements in the direction of travel is achieved , This is further supported by the widely spaced attachment points of the plastic strip 337 on the handling device 330. Figs. 14 and 15 show different filling patterns for coils of different diameters in the transport container 51. Characteristic of the removal order of the coils is the principle that the coils is the principle in that the coils are deposited from the center to the outside in the transport container 51. This removal sequence offers the advantage that, especially in the case of the coils lying on the edge of the container, they assume their predetermined position. In Fig. 14, the critical positions are the positions numbered 8,9,17,18,26 and 27. Here, despite the small lateral footprint of the grippers 332, it is possible for the spools to be inadvertently not intended to be stored in another Roll position. So it would be possible that e.g. the spool of number 8 would roll into the position of spools No.6. However, if this position is already occupied, it is ensured that the spool of position 8 remains in the predetermined position. This also avoids that a point in the central computer is managed as occupied, although it would still be free. In the containers 51 of Figs. 14 and 15, a plurality of coils are arranged one behind the other in the designated positions. Advantageously, these are four coils, as can be seen from FIG.

Due to the arrangement of the handling device 330 on the vehicle 7, as well as through the entire conception of the self-sufficient vehicle 7, a laying order corresponding to the filling pattern of FIGS. 14 and 15 is to be carried out in an advantageous manner. In the central computer 6, the depositing order is determined according to the different bobbin diameter in the transport container 51. Characterized in that in the central computer 6, the already occupied positions in the transport container 51st

are stored, results in the deposit for the subsequent coils. Due to the next following AblegesteMe is determined by the central computer 6 in the transport order for the vehicle 7, the distance from the neutral lobe 45 to the stopping point of the vehicle. A tray according to the filling pattern of FIG. 15 is shown in plan view in the transport containers 51 of FIG. 1. It can be clearly seen that the transport containers 51 are arranged stationary during loading. It is only the length of the route from the neutral vane 45 varies to the stopping points.

FIG. 16 shows the side view of the handling device 330. In this embodiment, it is a handling device 330 for transporting four coils 20. The grippers 332 are arranged at a distance from each other, so that each of the coils are tangible on their winding by the gripper 332. The handling device 330 is connected to the fasteners 346 with the plastic strip 337. By far apart arrangement of the fasteners 346 a low-vibration up and down movement of the handling device 330 is ensured. Dio grippers 332 are designed such that they are formed as large as possible at the points where they touch the coils 20. This results in a low surface pressure, whereby a gentle handling of the coils 20 is ensured. The gripper 332 is rotatably mounted on the pivot member 352.

In Fig. 17, the side view of the handling device 330 is shown. The attachment 346 is designed such that the plastic strip 337 can be arranged in its entire width on the attachment 346. An air cylinder 350 causes the opening and closing of the gripper 332. The air cylinder 350 is pivotally mounted on the pivot members 352. The pivoting elements are articulated on the one hand to the rigid part of the handling device 330 and on the other hand to the grippers 332. Between the rigid element of the handling device 330 and the gripper 332, in each case an articulated guide rod 351 is also present. This guide rod 351 causes when opening and closing the gripper 332 by a parallelogram-like geometry of the pivot points that the gripper 332 are always vertical. As a result, it is ensured in an advantageous manner that the grippers 332 have a small lateral space requirement during opening. This proved to be particularly advantageous when placing the coil 20 in the immediate vicinity of the wall of a transport container 51. In addition, a gentle handling of the coil 20 is ensured, since there are 20 low frictional forces on the windings of the coils. The grippers 332 are rotatably mounted via vertically arranged rotation axis 353. As a result, an adaptation of the gripper 332 to conical coils is possible such that in turn the largest possible surface of the gripper 332 has contact with the coils 20, since the gripper 332 adapt to the coil shape. While in Fig. 17, the handling device 330 is shown in a printing position in which no coil is transported, Fig. 18 shows half representations of the handling device 330 during the transport of coils 20 small and large diameter. It is readily apparent that the arrangement of the pivot points and the guide rod 351 is a parallelogram-like control of the gripper332. The grippers 312 are therefore independent of the bobbin diameter in a vertical position. Characterized in that the gripper 332 engage around the coil 20 only slightly, a safe settling of the coil 20 is ensured even by a slight opening of the handling device 330.

19 shows a vehicle 7 with safety devices 400, 410 and 420. The safety device 400 is provided to secure the coils 20 in the event of a power failure. By a power failure, it would be possible that the handling device 330, the coils 20 no longer attacks with sufficient certainty. By the safety device 400, the coils fall on the support of the safety device 400, of which they can be detected by the handling device 330 again after energy is present on the vehicle. The safety device 400 is rotatably mounted on a rotation axis 401. When the handling device 330 is lowered, the spring-biased safety device 400 is folded away from the underside of the handling device. If the handling device 330 wound up again, d. H. If it again moves against a platform 402 of the safety device 400, the safety device 400 in turn rotates about the axis of rotation 401 together with the platform 402 under the coils 20. The platform 402 is firmly connected to the safety device 400.

The safety device 410 serves as a collision protection against vehicles 7 traveling in front. In the present exemplary embodiment, it is an ultrasonic sensor. It has them!) Pointed out that an ultrasonic sensor, in particular in an optical transmission of the transport job leads to any problems. As a further safety device 420, a collision protection on the vehicle 7 is provided. The collision protection triggered by the contact with an obstacle, a signal to the drive of the vehicle 7. In an advantageous embodiment, the engine first switches to a slow speed and then stops. It has been found that in this way the braking distance is shorter than by an immediate stop of the drive. If the obstacle is no longer in front of the vehicle 7, i. If the collision protection has returned to its original position, the vehicle starts again automatically.

On the vehicle 7, a pointer 430 is further arranged. The pointer 430 is movable from the solid line position to the dashed line position. Due to the pointer 430 it is recognizable for a switch circuit, in which direction the vehicle 7 must continue to complete the transfer order. Depending on whether the pointer 430 is in the retracted or extended position, the switch is moved, for example, in a straight-ahead position or in a turn-off position.

The pointer 430 also has the function of a storage location, a control of the storage location and / or the central computer to signal the successful storage of the cargo. Once the vehicle 7 has taken the storage position and has stored the goods, the pointer 430 is moved to the extended position and detected by a sensor mounted on the route. This sensor then transmits the information that the goods have been stored to the controller. This information can be used for the next transport requests to determine the exact storage position of the next goods.

The invention does not relate exclusively to the embodiments shown in the figures. For example, the storage of the coils is not limited to the storage in transport containers of the type described. It is also possible, for example, to place the bobbins on small pallets or on sorted pens.

Claims (55)

1. A method for Transpertieren goods, in particular of goods of the textile industry from a receiving station to a storage location, we '^ ei the goods to be transported picked up by a vehicle at the receiving point, transported to drr storage location and stored there, characterized in that of a transfer order is put together, which records the pick-up and drop-off meters. , as well as the route specifies there that the transport order is transmitted from the central computer to a computer unit of a vehicle and that the transport order is processed independently with the recording and storage of goods from the vehicle. 2. The method according to claim 1, characterized in that the receiving points are polled by the central computer cyclically for goods to be transported. 3. The method according to claim 1 or 2, characterized in that the central computer, the order fulfillment is reported by the vehicle. 4. A method for transporting bobbins or coil-like goods of the textile industry from a receiving point to a storage location, wherein the goods to be transported received on a vehicle of a monorail conveyor at the receiving point, transported to the storage location and stored there, characterized in that the receiving points of a central computer cyclically be queried for the provided number of goods to be transported that a transfer order is compiled by the central computer as soon as a transportable number of goods is provided to the vehicle that the transfer order is transmitted from the central computer to a free vehicle that the Transport order is processed by the vehicle independently, and that the central computer order fulfillment is reported by the vehicle. 5. The method according to one or more of claims 1 to 4, characterized in that the transport order is compiled as soon as the maximum transportable by the vehicle number of goods is provided, 6. The method according to one or more of claims 1 to 5, characterized in that the goods to be transported a transport order recorded successively at different receiving and / or filing locations and / or delivered. 7. The method according to one or more of claims 1 to 6, characterized in that the data of the transport order and the data of the order processing between the central computer and the computer unit of the vehicle are transmitted on a dedicated section of the route. 8. The method according to one or more of claims 1 to 6, characterized in that the transport order between the central computer and the computer unit of the vehicle are received regardless of the respective location of the vehicle from the central computer or the vehicle. 9. The method according to one or more of claims 1 to 8, characterized in that the transport order is transmitted between the central computer and the computer unit of the vehicle by means of electrical signals via conductor rails. 10. The method according to one or more of claims 1 to 9, characterized in that the data between the central computer and the vehicle are transmitted optically. 11. The method according to claim 10, characterized in that the data are transmitted between the central computer and the vehicle by means of infrared rays. 12. The method according to one or more of claims 1 to 11, characterized in that a distance is traveled before the receiving and / or in front of the deposit with a reduced speed compared to a maximum speed of the vehicle. 13. The method according to one or more of claims 1 to 12, characterized in that a distance is measured in front of the receiving and / or storage location, starting from a fixed point on the route to find the, exact receiving or storage location. 14. The method according to one or more of claims 1 to 13, characterized in that signals are sent to the order-based switch position of the route from the vehicle. 15. The method according to one or more of claims 1 to 14, characterized in that a control at the storage location, the effected storage of the goods is signaled by the vehicle. 16. The method according to one or more of claims 1 to 15, characterized in that when an error occurs in the order processing, the vehicle is gofahren on a branch line. 17. The method according to one or more of claims 1 to 16, characterized in that in driving sections before curves and / or switches such influence on the drive of the vehicle is taken that the vehicle can be stopped temporarily. 18. A method for transporting goods from a receiving location to a storage location, characterized in that the goods to be transported is provided at the receiving points, that is detected by a central computer, that is provided for transporting good that from the central computer for the transportable Well suitable storage location is determined that is determined by the central computer, the route of a vehicle to the receiving point, the storage area and a waiting position that the infrastructure, the receiving and storage position is compiled by the central computer in a transport order that the transport order then a computer unit of the vehicle is transmitted, which independently processes the transport order by driving to the receiving position, there picks up the estate, then moves to the storage position and gives the estate and the central computer finally notifies the order fulfillment and that the Fahrzeu g for processing the transport order to a switch in the route of a points control signals the required points position. 19. A method for the unmixed storage of bobbins or bobbin-like goods of the textile industry, we'che be transported in particular by a method of claims 1 to 18 with a vehicle from receiving points to filing points, characterized in that for a sorted storage of the goods individual receiving points certain filing points be assigned. 20. The method according to claim 19, characterized in that the goods sorted by the process variables size, shape and quality, recorded and / or stored. 21. The method according to claim 19 or 20, characterized in that a transport of goods managing central computer detects the goods to be transported together with the respective process variables, that the central computer determines a storage location due to the process variables to which the goods are transported, and that the central computer determines the exact storage location at the depository on the basis of a predetermined deposit order at the depository and the deposit already made at that depository. 22. The method according to one or more of claims 19 to 21, characterized in that the containers are rotated in response to the position of the conicity of the supplied coils for storage in the correct position conical bobbins in Behälteran the storage location. 23. The method according to one or more of claims 19 to 22, characterized in that the handling device is rotated on the vehicle in response to the position of the conicity of the coils for storage in the correct position conical coils. 24. The method according to one or more of claims 19 to 23, characterized in that the conicity of the conical coils are aligned by the vehicle by rotation of individual gripping devices about an axis transverse to the coil axis in a coincident position. 25. The method according to one or more of claims 19 to 24, characterized in that the conicity of the conical coils is aligned in a direction in which the conical coils are stored according to a predetermined deposition pattern. 26. Transport system for transporting goods from a receiving location to a storage location with at least one vehicle for receiving, transporting and storing these goods, in particular for carrying out the method according to one of claims 1 to 25, characterized in that the transport system is a central computer (6) Verwal 'mg of the transport operations is assigned, and in that on the vehicle (7) a computer unit (72) for storing and processing of the central computer (6) compiled transport order, and means for autonomous and active processing of the transport order are arranged. 27. Transport system for the transport of coils or coil-like goods of the textile industry from a receiving point to a deposit on rails of a monorail system with at least one vehicle for receiving, transporting and depositing these coils at predetermined locations, in particular for performing the method according to one of claims 1 to 25 , characterized in that data with the information about a transport order at a location upstream of the receiving trolley of a monorail system from a central computer (6) to a computer unit (72) of a free vehicle (7) can be transmitted and that the vehicles (7) with the facilities are equipped for independent and active processing of the transport order. 28. Transport system according to claim 26 or 27, characterized in that the means for autonomous and active processing of the transport contract facilities for the drive, the control, the switch position and the handling of the goods to be transported are. 29. Transport system according to one or more of claims 26 to 28, characterized in that in the direction of travel of the vehicle (7) in front of each receiving and storage location at least two switching flags are arranged, which on the speed and / or on a Wegstreckenmeßeinrichtung dos vehicle (7 ). 30. Transport device according to claim 29, characterized in that the first switching flag is a counting flag (44) for orienting the vehicle (7) in the driving path (4) and / or reducing the speed of the vehicle (7) in front of a stopping point, and second switching flag is a zero lug (45) for the beginning of the distance measurement to the stop point of the vehicle (7). 31. Transport system according to one or more of claims 26 to 30, characterized in that arranged on the route (40) sliding lines (73) for the non-stationary transmission of data between the central computer (6) and the computer unit (72) of the vehicle (7) is. 32. Transport system according to one or more of claims 26 to 31, characterized in that on the vehicle (7) and in the region of a waiting position of the vehicle (7) for data transmission between the central computer (6) and the computer unit (72) infrared transmitter and - receiver (61,62) are arranged. 33. Transport system according to one or more of claims 26 to 32, characterized in that the route (40) is divided into Plockstrecken, which are lockable for driving. 34. Transport system according to one or more of claims 26 to 33, characterized in that the vehicle (7) of a point controller signals the required switch position for the driving course. 35. Electric monorail system with a vehicle with facilities for processing a transport order, in particular for carrying out the method according to one of claims 1 to 25, characterized in that the electric monorail is associated with a central computer (6), and that on the vehicle (7) with the Central computer (6) communicable computer unit (72) and the means for the drive (340,341,342), the controller (72), the switch position and the handling (330) goods to be transported are arranged. 36. Electric monorail system according to claim 35, characterized in that on the vehicle (V / for handling (330) of the goods to be transported, a device for generating compressed air (320, 325) is arranged. 37. Electric monorail system according to claim 35 or 36, characterized in that the handling device (330) is connected to the vehicle (7) via variable-length components which are stiff in the direction of travel of the vehicle (7) and transverse to the direction of travel of the vehicle (7) , 38. Electric monorail system according to claim 37, characterized in that the variable-length components are plastic strips (337) of small thickness and large width, which can be rolled up on a roller (334) by means of a winding device (333). 39. Electric monorail system according to claim 38, characterized in that in at least one of the plastic bands (337) at a small distance from the upper end of a metal body (338) is arranged, of a immediately adjacent to the plastic strip (337) arranged tensor (339) can be detected as soon as the plastic band (337) almost completely from - The roller (334) is unrolled. 40. Electric monorail system according to Anspi jch 38 or 39, characterized in that on the roller (334) an incremental measuring device (343) for registering the number of revolutions of the roller (334) is arranged. 41. Electric overhead conveyor according to one or more of claims 35 to 40, characterized in that on the handling device (330) gripping devices with grippers (332) for detecting coils (20) or coil-like goods are arranged on the peripheral surface. 42. Electric monorail system according to claim 41, characterized in that the grippers (332) are arranged on the handling device (330), that the coils (20) with substantially horizontally and transversely to the direction of travel arranged coil axes are transportable. 43. Electric monorail system according to claim 41 or 42, characterized in that the gripping devices are arranged transversely to the direction of travel on the handling device (330). 44. Electric monorail system according to one or more of claims 41 to 43, characterized in that the gripping devices are independently controllable. 45. Electric monorail system according to one or more of claims 41 to 44, characterized in that the grippers (332) are variable by means of a parallelogram in their opening width. 46. Electric monorail system according to one or more of claims 38 to 45, characterized in that by means of a winding device (333) arranged discharge switch (336) of the motor (340) is switched off. 47. Electric monorail system according to one or more of claims 38 to 46, characterized in that the winding device (333) can be driven and braked by means of a displacement anker motor. 48. Electric monorail system according to one or more of claims 35 to 47, characterized in that the handling device (330) in its uppermost position on the vehicle (7) can be detected. 49. Electric monorail system according to claim 48, characterized in that resilient elements for biased receiving the handling device (330) are arranged on the locking device. 50. Electric monorail system according to one or more of claims 35 to 49, characterized in that the running rail (47) in the direction of travel in front of the vehicle (7) by the Abiuft of the compressor (325) can be cleaned. 51. Electric monorail system according to one or more of claims 35 to 50, characterized in that on the vehicle (7) einelnkrementalmeßvorrichtung (751) is arranged to Wegstreckenmeßeinrichtung. 52. Electric monorail system according to one or more of claims 41 to 51, characterized in that the gripping devices for rotation of picked-up goods about a vertical axis are rotatably mounted on the handling device (330). 53. Electric monorail system according to one or more of claims 41 to 52, characterized in that the lateral spacing of the gripping devices is mutually variable such that the gripping devices at the largest possible opening of the gripper (332) about a vertical axis xf are rotatable. 54. Electric monorail system according to one or more of claims 35 to 53, characterized in that the handling device (330) is arranged rotatably about a vertical axis on the vehicle (7). 55. Electric monorail system according to one or more of claims 35 to 54, characterized in that by the handling device (330) in the wound state independent of the power supply coil fuse is triggered. For this 11 pages drawings