Abstract
A transfer unit for the transfer of a load carrier from a first vehicle to a second vehicle and vice versa, or from a first vehicle to a conveyor and vice versa, is disclosed. The transfer unit includes a first entrance that allows the entry of a first vehicle, and the transfer unit opposite the first entrance includes either a second entrance, which permits the entry of a second vehicle, or is connected to the conveyor. The transfer unit may include at least one parking and receiving area for the load carrier, on which the first vehicle can park and receive the load carrier. A centering device for centering a load carrier may be arranged in the transfer unit, so that centering takes place when the load carrier is transferred from the second vehicle to the first vehicle or from the conveyor to the first vehicle.
Claims
1. A transfer unit for the transfer of a load carrier from a first vehicle to a second vehicle and vice versa, or from a first vehicle to a conveyor and vice versa, the transfer unit comprising: a first entrance that permits entry of said first vehicle, at least one parking and receiving area for said load carrier, at which said first vehicle can park and receive said load carrier; and at least one centering device that is configured to center said load carrier; wherein the transfer unit, relative to the first entrance, includes either a second entrance that allows the entry of said second vehicle, or is connected to said conveyor; and wherein the least one centering device is arranged so that centering takes place in the transfer unit when said load carrier is transferred from said second vehicle to said first vehicle or from said conveyor to said first vehicle.
2. The transfer unit according to claim 1, wherein the at least one centering device is able to run along a direction in which at least one of said first or second vehicles enters or exits the transfer unit, or along which said conveyor transports said load carrier into or out of the transfer unit.
3. The transfer unit according to claim 1, wherein the centering device runs orthogonal to a direction in which at least one of said vehicles enters or exits the transfer unit, or along which said conveyor transports said load carrier into or out of the transfer unit.
4. The transfer unit according to claim 1, wherein the transfer of said load carrier is from said second vehicle comprising an industrial truck to said first vehicle comprising a shuttle and vice versa, and the first entrance allows the entry of the shuttle; wherein the transfer unit includes a second entrance that allows the entry of said industrial truck; wherein the shuttle and said industrial truck can park and receive said load carrier on the parking and receiving area; and wherein the at least one centering device is arranged in the transfer unit so that centering can take place when said load carrier is transferred from said industrial truck to the shuttle.
5. The transfer unit according to claim 4, wherein the shuttle includes a running rail that can be reversibly moved from a first to a second position; and wherein the running rail in the first position allows said industrial truck to enter the transfer unit, and the running rail in the second position allows the shuttle to enter the transfer unit.
6. The transfer unit according to claim 5, including a first area element mechanically coupled to the running rail, the first area element is set up to be detected as an obstacle in the first position by a shuttle sensor; and/or by a second area element mechanically coupled to the running rail, which is set up to be detected as an obstacle in the second position by a sensor of said industrial truck.
7. The transfer unit according to claim 1, including a sensor, which is set up to detect a presence of a shuttle and/or a presence of an industrial truck in the transfer unit.
8. The transfer unit according claim 1, wherein the transfer unit includes a first parking and receiving area for said load carrier, at which a shuttle can park and receive said load carrier; a second parking and receiving area for said load carrier, where an industrial truck can park and receive said load carrier; and a conveyor configured to move said load carrier between the first parking and receiving area and the second parking and receiving area.
9. The transfer unit according to claim 8, wherein the conveyor comprises a chain conveyor, a telescopic fork, or a roller race.
10. A rack equipped with a transfer unit according to claim 1, wherein the transfer unit is configured as a point of intersection between the rack and an area upstream of the rack.
11. The rack according to claim 10, wherein the area upstream of the rack comprises a pre-storage zone.
12. A shuttle system including a transfer unit according to claim 1, a rack, and a first vehicle, wherein the transfer unit is configured as a point of intersection between the rack and an area upstream of the rack.
13. A shuttle system including a transfer unit according to claim 1, wherein said first vehicle or said second vehicle comprises at least one industrial truck; and a light barrier; wherein the light barrier is configured to detect an industrial truck approaching the transfer unit and a person approaching the transfer unit, and the light barrier is also able to distinguish between the two.
14. A method for transferring a load carrier with a transfer unit according to claim 1, the method comprising: a conveyor or a first vehicle placing a load carrier on a parking and receiving area of the transfer unit; centering the load carrier; and the conveyor or first vehicle picking up the load carrier from the parking and receiving area of the transfer unit.
15. The method according to claim 14 for transferring a load carrier in a transfer unit with a first entrance and a second entrance, the method comprising: a shuttle or industrial truck comprising said first vehicle or said second vehicle, and carrying a load carrier entering the transfer unit through the first or second entrance; the shuttle or industrial truck lowering the load carrier that is centered by sliding along the at least one centering device; the shuttle or industrial truck leaving the transfer unit through the first entrance or the second entrance; and the industrial truck or shuttle entering the transfer unit through the opposing second entrance or first entrance, and the industrial truck or shuttle picking up the load carrier previously left there.
16. A method according to claim 15 for transferring a load carrier in a transfer unit with a transfer conveyor, the method comprising: placing a load carrier on the transfer conveyor of the transfer unit by a shuttle or a conveyor; centering the load carrier; the conveyor or shuttle picking up the load carrier from the transfer conveyor of the transfer unit.
17. A method for operating a shuttle system according to claim 15, wherein the shuttle and the industrial truck communicate directly or indirectly via a control device with the transfer unit to move a running rail from a first position to a second position or from the second position to the first position.
18. The method according to claim 17, wherein the running rail in the first position allows the industrial truck to enter the transfer unit, and the running rail in the second position allows the shuttle to enter the transfer unit.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0103] Additional benefits, features and details of the invention are shown in the following descriptions of preferred features as well as in the drawings, which show:
[0104] FIG. 1 generally illustrates a first variant example of a transfer unit 1 in first position;
[0105] FIG. 2, generally illustrates a transfer unit according to FIG. 1 in a second position;
[0106] FIG. 3 generally illustrates another view of transfer unit 1 according to FIG. 1 with pallet;
[0107] FIG. 4 generally illustrates a cut-away section through a parking rail according to FIG. 2 parallel to the x-y plane;
[0108] FIG. 5 generally illustrates a front view of transfer unit with an industrial truck located inside and a pallet in a racking system;
[0109] FIG. 6 generally illustrates the view of FIG. 5, but with a shuttle in the transfer unit;
[0110] FIG. 7 generally illustrates a variant of a transfer unit 1 with a transfer conveyor; and
[0111] FIGS. 8 to 20 generally illustrate greatly simplified schematic views, which show individual aspects of variants of the present invention.
[0112] For the sake of clarity, not all features in all figures have reference numbers.
DETAILED DESCRIPTION
[0113] FIGS. 1 to 6 show a first variant of a transfer unit 1, and FIG. 7 shows a second variant of a transfer unit 1.
[0114] The transfer unit 1 shown in FIGS. 1 and 2 feature a pair of parking rails 4 for receiving a pallet 15, a pair of centering rails 5, a pair of centering stops 6 on the parking rails 4, a pair of centering aids 10, a motor 7.1, and coupling gear 8, plus a pair of running rails 9.
[0115] Furthermore, a first area element 11 and a second area element 12 are shown. FIG. 2 shows areas of the transfer unit 1, also marked, which act as the first entrance 2 or second entrance 3. A light barrier 13 and an associated light beam 14 are also shown. The light beam 14 runs diagonally and thus allows both a shuttle 19 and an industrial truck 20 to be detected in transfer unit 1. However, the presence of a pallet 15 is not detected. Furthermore, FIG. 1 depicts angled sections 28 of the centering rails 5 and a rotation axis 29 of the running rail 9 is also shown.
[0116] In FIG. 3, a bottom edge 17 of the pallet 15 is also visible.
[0117] In FIG. 4, the folded down running rail 9 and a centering area 18 of the centering stop 6 are shown.
[0118] In FIG. 5, the transfer unit 1 is in the first position, the running rails 9 are folded up. The industrial truck 20 is located in transfer unit 1. Two extended lifting devices 22 of the industrial truck 20 can be identified. Plus, in FIG. 5, an angle 27 is visible between the centering rail 5 and the z-axis or the horizontal, emphasized or extended respectively by dashed lines.
[0119] In FIG. 6, transfer unit 1 is in the second position, the running rails 9 are folded up. The shuttle 19 is located in transfer unit 1. A mounting element 23 is also recognizable, with which the second area element 12 is attached to the running rail 9.
[0120] In FIGS. 5 and 6, a guard rail 16 can be seen on both sides.
[0121] FIGS. 5 and 6 show that a clearance width measured in the z-direction between the centering rails 5 decreases downwards, i.e., in the negative y-direction. In FIG. 1, as well as in FIG. 7 which will be discussed in more detail below, it is shown that the clearance width measured in the z-direction between the centering rails through the angled sections 28 also decreases in a positive and negative direction when the pallet 15 is retracted from both sides of the transfer unit 1.
[0122] The centering stops 6 with the centering areas 18 extending orthogonal in the longitudinal direction of the centering rails 5 are mounted near the second entrance 3.
[0123] In FIG. 7, adjacent chain conveyors 26 and channel rails 25 are recognizable in addition to the transfer unit 1, whereby only a small section of the chain conveyors 26 and channel rails 25 is shown in each case. The channel rails 25 consist of running rails 9.1 and parking rails 4.1, which connect in alignment with the running rails 9 and the transfer conveyors 21 of the transfer unit 1. The chain conveyors 26 are also aligned with the transfer conveyors 21 of the transfer unit 1. Furthermore, a motor 7.2 is shown, which drives the transfer conveyor 21. In FIG. 1, other angled sections 28 of the centering rails 5 are visible.
[0124] FIGS. 8 to 11 are schematics of some possible incorrect positions of the pallet 15 in comparison to the desired position 32. The desired position 32 here is an example to describe a desired position on the industrial truck 20 or the chain conveyor 26. FIGS. 8 to 11 are only schematics to illustrate how a shift and/or rotation of the pallet 15 can be corrected compared to its desired position 32.
[0125] In FIG. 8, a center point 30 of the pallet 15 and a center point 31 of the desired position 32 coincide. The mispositioning of the pallet 15 in FIG. 8 therefore consists only in a rotation (here clockwise) in comparison to the desired position 32.
[0126] In FIG. 9, the mispositioning of the pallet 15 is in the rotation already shown in FIG. 8 and an additional shift in the negative z-direction (transverse direction), i.e., to the left in FIG. 9.
[0127] In FIG. 10, the mispositioning of the pallet 15 is exclusively a shift in the negative z-direction, i.e., to the left in FIG. 10.
[0128] In FIG. 11, the mispositioning of the pallet 15 is only a shift in the longitudinal direction x, i.e., in FIG. 11 upwards.
[0129] Usually, an effective direction of gravity is in the negative vertical direction y, a horizontal plane is preferably the x-z plane.
[0130] Surfaces of running rails 9, parking rails 4, and transfer conveyors 21 preferably run parallel to the horizontal plane.
[0131] FIG. 12 shows simple schematic views similar to those of FIGS. 5 and 6, the parking rails 4, and the centering rails 5. FIGS. 13 to 20 show other conceivable variants.
[0132] In the variant according to FIG. 12, the sections 13 of the centering rails 5 as cross-section, i.e., in the y-z plane, are shown as lines.
[0133] As indicated in FIG. 12 on the right side, the section 33 shown in the cross-section as a line in relation to the transverse direction z, i.e., to a horizontal, is inclined at an angle 27.
[0134] The sections of the centering rails 5 corresponding to sections 33 in FIG. 12 in FIGS. 13 and 14 are depicted as circular arcs. For a better overview, these circular sections are not marked with the reference number 33.
[0135] In FIG. 15 the sections 33 of the centering rails 5 are shown as lines also in the longitudinal section view, i.e., in the x-z plane. The centering rails 5 thus converge in the x-direction to the first entrance 2. If speaking of a longitudinal direction of the transfer unit 1, the preferred direction is the one parallel to the x-axis. If a direction extending orthogonal to the longitudinal direction is mentioned, sometimes also briefly referred to as an orthogonal direction, this is preferably the direction parallel to the z-axis.
[0136] Sections of the centering rails 5 in FIGS. 16 and 17 corresponding to sections 33 in FIG. 15 (not provided with reference numbers there) are formed as branches of a parabola.
[0137] The sections of the centering rails 5 (not provided with reference numbers there), which can come into contact with the pallet 15, are convex in FIGS. 13 and 16, concave in FIGS. 14 and 17.
[0138] FIGS. 5 and 6 show that a clearance width 34 measured in a transverse direction, i.e., along the z-axis, between the centering rails 5 can decrease both in the longitudinal direction x and in the negative vertical direction y. A noticeable decrease in the clearance width 34 in the negative y-direction come into play in FIG. 12, preferably in transfer units 1 according to the present invention. The variants according to FIGS. 13 et seq. are optional.
[0139] FIG. 18 shows by example that in the negative vertical direction y (i.e., downwards) converging sections 33, which are used for position correction, do not have to extend over the entire vertical direction y in the cross-section. The centering rails 5 may also include sections that are parallel to the vertical direction y. In these sections, running parallel to the vertical direction y, the clearance width 34 remains constant.
[0140] FIG. 19 shows by example that in longitudinal direction x converging sections 33, which are used for position correction, in the longitudinal view do not need to extend over the entire longitudinal direction x. The centering rails 5 may also include sections which run parallel to the longitudinal direction x, and in which the clearance width 34 remains constant. The section 33 in FIG. 19 runs like the angled section 28 of the centering rail 5, for example, as shown in FIG. 1.
[0141] FIG. 20 shows, by way of example, that sections 3, which serve to correct the position, can also be represented in the cross-section as a series of several shapes, in this case specifically as two lines. Whereas the clearance width 34 between the centering rails 5 decreases in the negative y-direction continuously. Since a first partial section 33.1 has a smaller angle of inclination to the transverse direction z (i.e., to the horizontal) than a 10 second partial section 33.2, the degree of this decrease in the clearance width in the region of the first partial section 33.1 is stronger than in the region of the second partial section 33.2.
[0142] The angle 27 shown in FIG. 12 can be between 45 and 85. It can depend on a maximum stroke of the lifting devices 22.
[0143] The angle 27.1 shown in FIG. 15 can be between 0.1 and 10.
[0144] The function of the device in this invention is explained as follows with reference to FIGS. 1 to 20:
[0145] Transfer unit 1 is designed as a point of intersection between a racking system 24 and a (not shown) pre-storage zone. The racking system 24 can be seen in FIGS. 5 and 6. In addition, channel rails 25 are part of the racking system 24. To take a pallet out of the rack storage, a shuttle 19 traveling there can load this pallet 15 and transport it to the transfer unit 1. For this purpose, the shuttle 19 travels, with suitable wheels or the like, on the running rails 9.1 of the racking system 24 to the transfer unit 1 and on running rails 9 of transfer unit 1 into the transfer unit.
[0146] The actual transfer will be different for the two transfer unit 1 variants displayed. We will go into more detail separately with regard to FIGS. 1 to 6 as well as for FIG. 7.
[0147] The transfer is carried out in the following way for the variant of transfer unit 1 shown in FIGS. 1 to 6:
[0148] If transfer unit 1 is in the first position according to FIG. 1, the first area element 11 and the running rail 9 are folded up. A shuttle sensor 19 perceives the first area element 11 as an obstacle and thus ensures that the shuttle 19 does not enter the transfer unit 1 as long as it is in the first position according to FIG. 1. This sensor can be a collision sensor for preventing collisions, which can be installed as a standard on-board device of the shuttle 19. After the running rail 9 and the area element 11, driven by the motor 7.1 and the coupling gear 8, have been folded down, the transfer unit 1 is in the second position according to FIG. 2, then a shuttle 19 can enter the transfer unit 1 on running rails 9 via the first entrance in the negative x-direction. Motor 7.1 with the aid of coupling gear 8 enables the movement of the folding rails 9. Shuttle 19 controlled by its sensors or following a command from a control device, can completely enter on running rails 9 into transfer unit 1 after lowering of the running rails 9. Opposite of the first entrance 2, a guard rail 16 is planned on both sides to prevent the shuttle 19 from falling out of the transfer unit 1, should it enter into transfer unit 1 too far because of an error. This can be clearly seen in FIG. 6. As previously shown, for example in FIG. 2, the second area element 12 in this position prevents the industrial truck 20 from entering through the second entrance 3, because a corresponding sensor of the industrial truck 20 perceives the second area element 12 as an obstacle.
[0149] After entering the unit, the shuttle 19 lowers the pallet 15 with the help of its lifting devices 22 in order to place them on the parking rails 4. The parking rails 4 serve as a parking and receiving area for the pallet 15.
[0150] If, before lowering, pallet 15 has been placed on the shuttle 19 in such a way that it is shifted in the z-direction or rotated that way, in comparison to the ideal position on the shuttle 19, the pallet 15 will slide during lowering and settling within the transfer unit 1 in the negative y-direction along at least one of the centering rails 5, which causes centering, i.e., a correct alignment along the z-axis, if necessary, even a rotation of the pallet 15.
[0151] If, before lowering, pallet 15 was placed on the shuttle 19 in such a way that it is shifted in the x-direction or rotated that way compared to the ideal position on the shuttle 19, the bottom edge 17 of the pallet 15 slides during lowering and placing within the transfer unit 1 in the negative y-direction along at least one of the centering rails of centering area 18 of the centering stops 6, which will achieve centering, i.e., a correct alignment in the x-direction, if necessary even a rotation of the pallet 15.
[0152] Both centering options described above can also be carried out simultaneously during lowering on the centering rails 5 and on the centering stops 6 if the pallet 15 has been positioned incorrectly on the shuttle 19.
[0153] Lowering, as previously mentioned, is done by the lifting devices 22 of the shuttle 19, which are shown in FIG. 6 in the retracted position. FIG. 6 thus shows the situation immediately after the shuttle 19 has parked pallet 15, but before it has left the transfer unit 1.
[0154] After the shuttle 19 has placed the pallet 15 on the parking rails 4, the situation shown in FIG. 6 has been met. Shuttle 19 then leaves the transfer unit 1 through the first entrance 2 in the x-direction. The running rails 9 then fold up. That situation, after the shuttle 19 has left the transfer unit 1, wherein the pallet 15 was placed, is shown in FIG. 3. As can be clearly seen in FIGS. 3 and 1, in contrast to FIG. 2, the second area element 12, which can rotate and is attached via the mounting element 23 on the running rail 9, follows the movement of the running rail 9 when folding up. This means that this second area element 12 no longer prevents the entry of the industrial truck 20. This can be clearly seen in FIG. 5 as well.
[0155] The first area element 11 is in the folded-up position according to FIG. 1 after folding up the running rails 9 and prevents, for example, an error-related entry of a shuttle 19 into the transfer unit.
[0156] The industrial truck 20 enters the transfer unit 1 after the running rail 9 has been folded up. FIG. 5 depicts the situation after this entry. The industrial truck lifts the pallet 15 with its lifting devices 22, to a height, i.e., moves it upwards in the y-direction, to where the pallet 15 cannot collide with the centering stops 6 when leaving the transfer unit 1, which would cause a shift of the pallet 15 on the industrial truck 20. The industrial truck 20 then leaves the transfer unit 1 in the negative x-direction.
[0157] Transferring the pallet 15 from the industrial truck 20 to the shuttle 19 takes place in the reverse order:
[0158] If the transfer unit 1 is in the position shown in FIG. 1, the first area element 11 prevents the entry of a shuttle 19 and the industrial truck 20 loaded with the pallet 15 can enter the transfer unit 1 through the second entrance 3, because the second area element 12 is not detected as an obstacle by a corresponding collision sensor of the industrial truck. When the industrial truck 20 enters the transfer unit 1, the pallet 15 is raised in the y-direction as described above far enough so that it does not catch on the centering stops 6. Centering is then carried out as described above during the lowering process. The industrial truck 20 then leaves the transfer unit 1. The running rail 9 then is folded down so that the transfer unit 1 is in the second position as shown in FIG. 2. The shuttle 19 can now enter the transfer unit 1 via the first entrance 2 in the opposite, i.e., negative x-direction and take up the already centered or correctly positioned pallet 15, for example, in order to store it in the rack.
[0159] The transfer is carried out in the following way for the second variant of transfer unit 1 shown in FIGS. 7:
[0160] The shuttle 19 enters the transfer unit 1 through the first entrance 2. In the process the shuttle initially moves on the running rails 9.1 in the racking system 24, which are aligned with the running rails 9 of the transfer unit 1. The shuttle completely enters the transfer unit 1 and lowers the pallet 15 with the help of its lifting devices 22, whereby the pallet is placed on the transfer conveyors 21. When the pallet 15 is lowered, it can slide along the centering rails 5 shown in FIG. 7 in a manner similar to the centering described with respect to FIGS. 1 to 6. In the process misplacements can be corrected in the sense of a shift along the z-direction as well as in the sense of a rotation within the x-z plane. If, for example, the pallet 15 is shifted in the z-direction in comparison to the ideal position on the shuttle 19, a position correction is done by sliding along the centering rail 5 when the pallet 15 is lowered, whereby the pallet is shifted in the negative z-direction. The same applies to a misplacement in the sense of a rotation around an axis parallel to the y-axis, which is corrected by a corresponding rotation within the x-z plane. After lowering the pallet 15, the transfer conveyors 21, driven by the motor 7.2, then transport the pallet 15 in the negative x-direction to the chain conveyors 26, only one section of which is shown in FIG. 7.
[0161] In the transfer unit 1 according to FIG. 7, a pallet 15 is therefore transferred from a shuttle 19 to a chain conveyor 26 and vice versa.
[0162] If a pallet 15 is transported from the chain conveyor 26 in the x-direction to the transfer unit 1 of FIG. 7, the transfer conveyor 21 takes over pallet 15. The pallet 15 can be centered on the centering rails 5. If pallet 15 has been placed on the transfer conveyor 21 in a twisted position compared to an ideal position within the x-z plane, this mispositioning can be corrected easily. This is especially true if the centering rails 5 include angled sections 28.
[0163] The following applies to all variants of transfer unit 1 shown: This decreasing clearance width in the positive and negative z-direction toward the center of the transfer unit 1, which is affected by the angled sections 28, centering can also take place if the pallet 15 is not lowered in the negative y-direction. The angled sections 28 thus ensure that centering can be carried out easily as long as the pallet is moved into the transfer unit 1 in the positive or negative x-direction. If you have movement in the positive or negative x-direction, the angled sections 28 in FIGS. 1 and 7 cause a clearance width measured in the z-direction between the centering rails 5 to decrease towards the center of the transfer unit 1.
[0164] From the point of view of the shuttle 19, the transfer conveyors 21 serve as a parking and receiving area for pallet 15.
[0165] With regard to FIG. 7, it should be noted that for the sake of a better overview, only the shuttle 19, but not the pallet 15 to be transferred, were shown.
[0166] The transfer unit 1 shown in FIGS. 1 to 6 features a single light barrier 13 whose light beam 14 is situated diagonally within the transfer unit 1 so that the light barrier 13 can detect the presence of both a shuttle 19 and an industrial truck 20 within the transfer unit 1.
[0167] FIGS. 1 to 6 show that the shuttle 19 and the industrial truck 20 enter the transfer unit 1 at different heights. The motor 7.1 and the associated coupling gear 8 are arranged within the transfer unit 1 near the first entrance 2 but below the height level of the running rail 9. This way the industrial truck 20 can enter into the transfer unit 1 in the x-direction through the second entrance 3 up to right before the motor 7.1. The shuttle 19 can enter the transfer unit 1 above the motor 7.1 through the first entrance 2. Therefore, neither the shuttle 19 nor the industrial truck 20 are prevented by the motor 7.1 and/or the coupling gear 8 from entering.
[0168] Let's look again at the principle of centering and/or position correction with regard to the schematic FIGS. 12 et seq.
[0169] In principle, position correction can be carried out by lowering the pallet 15 either in the negative y-direction with the lifting devices 22, or while the industrial truck 20 moves in the x-direction through the second entrance 3 into the transfer unit 1.
[0170] If a mispositioning according to FIG. 10 is the case, the pallet 15 can, for example, slide along the section 33 indicated on the left in FIG. 12, whereby it shifts in the z-direction, i.e., to the right in FIG. 12, and then becomes centered. As an alternative, the centering can be carried out by moving the pallet 15 in the x-direction, if, for example, the shuttle 20 or a transfer conveyor 21, which is present instead of the parking rail 4, moves the pallet 15 in a configuration according to FIG. 15 in the x-direction.
[0171] The above considerations apply not only to FIGS. 12 and 15, but analog to all FIGS. 12 to 20.
[0172] If an incorrect positioning as shown in FIG. 8 or 9 is present, it can be corrected essentially in the same way as explained above for FIG. 10.
[0173] If the mispositioning shown in FIG. 11 is present, this can be corrected by contacting the centering stops 6, which, as shown in the schematics in FIGS. 12 et seq, are indicated only in FIG. 15, but can be present in all variants. For example, the industrial truck 20 can lift the pallet 15 correspondingly far with the lifting devices 22 for the purpose of entering the pallet 15 suspended high over the centering stops 6 in the x-direction into the transfer unit 1. In this process, the industrial truck 20 is positioned in the x-direction in such a way that the pallet 15 slides along the centering areas 18 of the centering stops 6 (which cannot be seen in FIG. 15) when lowering. Let's assume we have the mispositioning in reverse to FIG. 11, in which the pallet 15 is misplaced too far in the positive x-direction on the industrial truck 20; the truck can stop before the centering stops 6 and lower the pallet 15 right before entering the transfer unit, so that the front edge of the pallet 15, (seen in the x-direction), can slide along the centering stops 6.
[0174] Although only a few preferred variants of the invention have been described and illustrated, it is obvious that the skilled expert can add numerous modifications without losing the nature and scope of the invention. The following modifications, for example, may be considered:
[0175] The industrial truck can be an AGVS.
[0176] The transfer unit 1 may be part of a racking system 24, such as part of a shuttle system, for example, part of a deep lane storage system, especially a pallet deep lane storage system.
[0177] Other load carriers can be used instead of the pallet 15, for example workpiece carriers, wire mesh boxes, containers, etc.
[0178] If the industrial truck 20 and the shuttle 19 enter the transfer unit 1 on the same level, the running rails 9 are not needed. This consideration applies, for example, to the transfer unit 1 according to FIGS. 1 to 6, but can also apply to the transfer unit according to FIG. 7. In that case, the transfer unit 1 can be very simple; it can essentially consist of the parking and receiving area 4 in the form of the parking rails and at least one centering device, for example, include a centering rail 5 or a centering rail pair 5 and/or a centering stop 6 or a pair of such centering stops 6.
[0179] The industrial truck 20 can work in a warehouse pre-storage zone, which then can connect directly to the second entrance 3.
[0180] The reversible movement of the running rail 9 from the first position to the second position can be a flip, a turn, a swivel, an entering and exiting or the like. The preferred option may be to turn the running rail 9.
[0181] The one required parking and receiving area is preferably designed in the form of a parking rail pair 4. An alternative may be, for example, two roller conveyors, two telescopic forks or two chain conveyors that can form the storage and receiving area or at least a part of this storage and receiving area instead of the two parking rails.
[0182] The preferred design for the transfer conveyor 21 is a chain conveyor 26. However, other conveyors may be considered.
[0183] The guard rail 16 can be removed by loosening the appropriate screws, quick-release fasteners or similar, to be able to remove the shuttle, which entered through the first entrance 2 into the transfer unit 1, at the second entrance 3, if this should be necessary for maintenance or repair.
[0184] Non-contact proximity switches can be used, which are also referred to as initiators, to determine whether the running rails 9 have reached the fully folded or fully unfolded end position.
[0185] Based on the design of the transfer unit shown in FIG. 7, it may be possible that the chain conveyors 26 form a second entrance 3, so that an industrial truck 20 can enter between the chain conveyors 26 into the transfer unit 1 and can take over a pallet 15 from the shuttle 19 instead of the chain conveyor 26.
[0186] The transfer unit can serve as a point of intersection within the racking system 24 or outside the racking system, for instance, directly in front of the racking system 24, for example in a pre-storage zone.
[0187] Although not shown in FIGS. 1 to 6, the running rails 9 of the transfer unit 1 connect with the running rails 9.1 in the racking system 24, which are shown only in FIG. 7.
[0188] Plus, in the variant according to FIG. 7, it might be a good idea to use a light barrier 13 to detect the presence of the shuttle 19.
[0189] Instead of lowering the pallet 15, centering can also be achieved on the centering devices 5, 6, for example, on the centering stops 6, by one of the vehicles 19, 20 driving the pallet 15 against these centering devices 5, 6. Centering for centering rails 5 is preferably carried out without lowering the pallet 15 with the lifting devices, if the centering rails 5 are arranged converging, i.e., tapered along the x-axis in at least one direction.
[0190] For example, in the transfer unit 1 shown in FIGS. 1 to 6, the centering stops may be fixed and permanently mounted on the parking rails 4, and thus not movable in relation to the parking rails.
[0191] Although in the FIGS. 12 et seq. versions of the first variant of the transfer unit 1 according to FIGS. 1 to 6 with the parking rails 4 are shown schematically, the same consideration made in connection with FIGS. 12 et seq. also hold true for the transfer unit 1 according to FIG. 7 and other, differently constructed transfer units 1. Transfer conveyors 21 may be another option, instead of the parking rails 4 in FIGS. 12 et seq.
[0192] The variations shown in schematics in FIGS. 12 to 20 can be combined with each other.
[0193] According to one of the possible configurations of the transfer unit 1 according to the third variant, as shown in FIG. 7, the transfer unit 1 can be expanded in the x-direction as far as indicated by the dashed-line bracket. The chain conveyors 26 shown in FIG. 7 are not present in this configuration, instead, the transfer conveyor 21 is significantly longer in this configuration. But FIG. 7 does not show that.
[0194] Preferably, the first area element 11 is connected to the running rails 9 via the coupling gear 8, while the second area element 12 can rotate but is directly connected to the running rail 9 via the mounting element 23. Other variants are conceivable.
[0195] A preferred option is for both area elements 11, 12 to be flag-like. Other variants are conceivable. Preferably, the flag-like variant of the second area element 12 hangs downwards by the force of gravity, which will help it move easily through the second entrance 3, the entry area of the industrial truck 20, as long as the running rail 9 is folded up. Alternatives are conceivable.
[0196] In the variant of the transfer unit 1, that is shown in FIGS. 1 to 6, the shuttle 19 enters the transfer unit 1 on the running rails 9 and thus at a different height level, namely above the industrial truck 20. For example, in FIGS. 1 and 2, it is apparent that the motor 7.1 and the coupling gear 8 are arranged below the height level of the running rail 9. The shuttle 19 can therefore easily overcome the motor 7.1 while driving when entering in the transfer unit 1. At the same time, the motor 7.1 does not obstruct the path of the industrial truck 20 entering through the second entrance 3, because it is set up near the first entrance 2 and thus far from the second entrance 3.
[0197] FIGS. 3 and 8 to 11 show that pallet 15 can enter transversely into the transfer unit 1. A long edge of the rectangular pallet 15 thus runs along the z-axis in the longitudinal direction [0198] i.e., x-directionduring the pallet's entry. It is also conceivable, of course, that a long edge of the pallet 15 runs in the longitudinal direction in the x-direction during entry, and that pallet 15 thus enters lengthwise into the transfer unit.
[0199] Distance and an extension of the centering stops 6 may differ from FIGS. 1 to 6. However, usually the extension and distance are chosen as follows: The industrial truck 20 can enter and exit through the second entrance 3 into and out of the transfer unit, whereby the raised pallet 15 does not get hung up on the centering stops 6 and the movement of the lifting devices used for lifting 22 is not disturbed by the expansion of the centering stops 6.
