WO2026003076A1 - Procédé de fonctionnement d'un système de transport linéaire et système de transport linéaire - Google Patents

Procédé de fonctionnement d'un système de transport linéaire et système de transport linéaire

Info

Publication number
WO2026003076A1
WO2026003076A1 PCT/EP2025/067917 EP2025067917W WO2026003076A1 WO 2026003076 A1 WO2026003076 A1 WO 2026003076A1 EP 2025067917 W EP2025067917 W EP 2025067917W WO 2026003076 A1 WO2026003076 A1 WO 2026003076A1
Authority
WO
WIPO (PCT)
Prior art keywords
safety
module
position sensor
peripheral
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2025/067917
Other languages
German (de)
English (en)
Inventor
Jan Achterberg
Andreas Sinzenich
Jens Sachs
Matthias Pauli
Marc HEGSELMANN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beckhoff Automation GmbH and Co KG
Original Assignee
Beckhoff Automation GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beckhoff Automation GmbH and Co KG filed Critical Beckhoff Automation GmbH and Co KG
Publication of WO2026003076A1 publication Critical patent/WO2026003076A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K41/00—Propulsion systems in which a rigid body is moved along a path due to dynamo-electric interaction between the body and a magnetic field travelling along the path
    • H02K41/02—Linear motors; Sectional motors
    • H02K41/03—Synchronous motors; Motors moving step by step; Reluctance motors
    • H02K41/031—Synchronous motors; Motors moving step by step; Reluctance motors of the permanent magnet type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/03—Electric propulsion by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/002—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes
    • B60L15/005—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes for control of propulsion for vehicles propelled by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H02K11/21—Devices for sensing speed or position, or actuated thereby
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/06—Linear motors
    • H02P25/064—Linear motors of the synchronous type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/06—Machines characterised by the presence of fail safe, back up, redundant or other similar emergency arrangements

Definitions

  • the invention relates to a method for operating a linear transport system.
  • the invention further relates to a linear transport system.
  • Linear transport systems are known from the prior art, each comprising at least one moving unit, a stationary unit with a guide rail for guiding the moving unit, and a linear motor for driving the moving unit along the guide rail, wherein the linear motor comprises a stator and a rotor, wherein the stator has several motor modules arranged stationary along the guide rail, each of which has several drive coils, wherein the rotor is arranged on the moving unit and comprises several magnets.
  • a method for operating a linear transport system with a moving unit, a stationary unit with a guide rail for guiding the moving unit, a linear motor for driving the moving unit along the guide rail, and a safety monitoring system wherein the linear motor comprises a stator and a rotor, wherein the stator is formed on the stationary unit and has several motor modules with drive coils arranged stationary along the guide rail, wherein the rotor is arranged on the moving unit and comprises several drive magnet elements, wherein the safety monitoring system comprises at least one safety module and a plurality of position sensor elements formed on the stationary unit, wherein at least two position sensor elements are formed in each of the motor modules, and wherein the method comprises:
  • the linear transport system to be operated includes a safety monitoring system by means of which the safe operation of the linear transport system, and in particular the movement of the individual moving units of the linear transport system, can be monitored and ensured.
  • the method according to the invention thus enables, using the safety monitoring system, the detection of operating conditions of the linear transport system that pose a safety risk and further enables the execution of corresponding safety functions to remedy the operating condition that poses a safety risk or to ensure personal safety in areas of the linear transport system.
  • sensor values from position sensor elements of the safety monitoring system are first recorded.
  • the position sensor elements are arranged along the stationary unit.
  • the moving units that can travel along the guide rail of the stationary unit can be detected or mapped.
  • a majority of the position sensor elements are integrated into the motor modules of the stationary unit, such that each motor module comprises at least two position sensor elements of the safety monitoring system.
  • At least one safety module of the safety monitoring system After recording the sensor values from at least one first position sensor element and one second position sensor element of the plurality of position sensor elements of the safety monitoring system, at least one safety module of the safety monitoring system calculates a first movement value based on the first sensor values of the first position sensor element and a second movement value based on the second sensor values of the second position sensor element.
  • the sensor values are used to determine the movement of the depicted moving unit.
  • the first and second movement values each individually describe a movement state of the moving unit of the linear transport system depicted by the sensor values.
  • the first two position sensor elements are selected from the majority of position sensor elements formed along the stationary unit such that in a first position of the moving unit relative to the stationary unit, in which the moving unit completely covers a first motor module, the first position sensor element and the second position sensor element are each formed in the first motor module completely covered by the moving unit.
  • the first and second position sensor elements are selected such that the first position sensor element is formed in the first motor module and the second position sensor element is formed in the adjacent second motor module.
  • the first and second position sensor elements are selected for both the first and second positions of the moving unit relative to the stationary unit such that in both positions the moving unit is at least partially formed in an effective area of the first position sensor element and in an effective area of the second position sensor element, so that the moving unit can be at least partially represented by the first sensor values of the first position sensor element and the second sensor values of the second position sensor element.
  • the first and second position sensor elements used to provide the first and second sensor values for determining the first and second motion values are selected such that the respective selected first and second position sensor elements are moved along the stationary unit with the movement of the movable unit relative to the stationary unit.
  • Different position sensor elements can be selected for different positions of the moving unit. By repeatedly selecting the first and second position sensor elements that provide the first and second sensor values, it can be ensured that for every positioning of the moving unit relative to the stationary unit, first and second sensor values are available that at least partially represent the moving unit as it moves along the stationary unit. This allows the corresponding first and second motion values of the moving unit's state of motion to be determined from the provided first and second sensor values.
  • At least one safety module of the safety monitoring system subsequently detects a safety-endangering operating condition of the linear transport system if the first movement value and/or the second movement value reach or exceed a predefined first limit value.
  • force sensors are provided on the motor modules in addition to the position sensors.
  • the at least one safety module is configured to determine, based on measured values from the force sensors, the magnetic forces exerted on the drive magnets and thus on the moving unit by the corresponding current applied to the drive coils.
  • the force values determined in this way can be integrated into the calculation of the motion values and the assessment of the operating states. For example, based on the corresponding motion values, an operating state can be assessed as potentially hazardous to safety if the magnetic force provided by the drive coils exceeds or falls below a predetermined limit.
  • the first motion value and the second motion value each define a position and/or a velocity and/or an acceleration of the moving unit.
  • the method further comprises:
  • Detection of the safety-endangering operating condition of the linear transport system if a difference between the first movement value and the second movement value reaches or exceeds a predefined second limit value, by at least one safety module in the detection step.
  • a cross-comparison is performed based on the first and second motion states. This enables the detection of a potentially hazardous operating condition even if the first and second motion values, considered individually, do not reach or exceed the first limit, but a difference between them does reach or exceed a predefined second limit. This cross-comparison thus allows for the detection of deviations between the first and second motion values determined from the first and second sensor readings of the first and second position sensor elements.
  • the method further comprises:
  • the safety function includes:
  • the linear transport system can be brought into a safe operating state. This can be achieved by initiating an emergency stop, in which the moving unit or units are completely stopped. Furthermore, an emergency halt can be performed, in which the stopped moving units are held in their stopped position. Additionally, the speed and/or acceleration of the moving units can be reduced below a maximum permissible speed and/or acceleration. Alternatively or additionally, a corresponding signal indicating the potentially hazardous condition can be output.
  • the at least one safety module comprises a central safety module integrated into the control unit of the linear transport system and/or a plurality of peripheral safety modules integrated into the motor modules, wherein at least one peripheral safety module is formed in each of the motor modules.
  • the safety system can include at least one central safety module integrated into the control unit, which can utilize the control unit's computing capacity. This enables fast and precise safety monitoring based on the sensor readings from the position sensors arranged along the stationary unit.
  • a first peripheral safety module of the plurality of peripheral safety modules is associated with the first position sensor element, wherein a second peripheral safety module of the plurality of peripheral safety modules is associated with the second position sensor element, wherein the first peripheral safety module is formed together with the first position sensor element and the second peripheral safety module is formed together with the second position sensor element in the first motor module and/or in the second motor module, wherein the first peripheral safety module determines the first movement value based on the first sensor values, and wherein the second peripheral safety module determines the second movement value based on the second sensor values.
  • the safety modules can be directly connected to the position sensors via data transmission, thus minimizing the data paths between the position sensors providing the sensor values and the safety modules.
  • the position sensors and their associated peripheral safety modules are integrated into the same motor modules, ensuring that data communication between them takes place exclusively within the motor modules. Therefore, the data volume of communication between the control unit and the motor modules is not further burdened or increased by the data communication between the position sensors and their associated peripheral safety modules.
  • peripheral safety modules directly into the motor modules and by ensuring that data transmission between the position sensor elements and the safety modules takes place exclusively within the motor modules, the robustness of the data transmission can be further improved and errors in the data transmission minimized.
  • the method further comprises:
  • safety monitoring can be performed both by the safety modules integrated into the motor modules and by the safety modules integrated into the control unit.
  • Shared computing power can minimize the computing capacity or power required in the motor modules for the execution of the safety modules integrated into the motor modules.
  • the detection step is performed by the first peripheral safety module and/or by the second peripheral safety module.
  • the method further comprises:
  • the output step is performed by the first peripheral safety module and/or by the second peripheral safety module.
  • the method further comprises:
  • the method further comprises:
  • the method further comprises:
  • the position sensor elements formed along the stationary unit can be precisely selected to provide the first or second sensor values, in whose area of influence the moving unit is at least partially arranged and which can accordingly map the moving unit through the provided sensor values.
  • the selection step includes:
  • peripheral safety module integrated into the motor module detects that the moving unit is at least partially located within the effective range of the position sensor element associated with the safety module, the recording of sensor values by the respective position sensor element or the determination of the respective movement values by the corresponding peripheral safety module is activated.
  • a peripheral safety module integrated into a motor module detects that the respective moving unit is not at least partially located within the effective range of the position sensor element associated with the peripheral safety module, the recording of sensor values by the position sensor element and/or the calculation of the corresponding movement value by the respective peripheral safety module is deactivated.
  • the position sensor elements and the peripheral safety modules associated with them and integrated into the motor modules, which contribute to safety monitoring, can also change accordingly according to the movement of the moving unit along the guide rail of the stationary unit.
  • Integrated safety modules were selected for the engine modules, through which safety monitoring is carried out according to the steps described above.
  • the activation step and/or the deactivation step comprise:
  • the corresponding peripheral safety modules have a counter function which, based on position and speed information of the moving unit according to an incremental encoder system, allows the changing positions of the moving unit during movement along the guide rail relative to the effective ranges of the position sensor elements of the motor modules to be determined for different times.
  • This allows each safety module integrated into a motor module to determine precisely and in a technically simple manner whether a movable unit moving along the guide rail is at least partially within the effective range of the position sensor element associated with the respective safety module.
  • a technically complex selection of the position sensor elements considered for safety monitoring, which would otherwise be performed by the control unit, can therefore be avoided.
  • the safety monitoring system further comprises at least one trigger module, wherein the at least one trigger module is designed in a predefined safety area of the linear transport system, wherein the stationary unit and the guide rail extend at least partially within the predefined safety area, and wherein at least the first motor module and the second motor module of the stationary unit are arranged within the predefined safety area, and wherein the method further comprises:
  • At least one trigger module can initiate safety monitoring for at least one section of the linear transport system if the trigger module detects a safety-relevant condition within a predefined safety zone.
  • the safety monitoring performed by the system can thus be limited to those safety zones of the linear transport system where such conditions are detected. In this way, safety monitoring can be initiated in an event-driven manner.
  • the safety-relevant state of the linear transport system describes the presence of a person within the predefined safety area. This allows for the technical advantage that, through the appropriately defined safety-relevant condition, personal injury can be prevented by initiating safety monitoring through the safety monitoring system when persons are detected within the predefined safety areas by the trigger module.
  • At least one force sensor element is further formed in each of the motor modules, wherein magnetic forces of the stator magnetic fields provided by the drive coils can be determined via sensor values of the force sensor elements, and wherein the motion values are determined by the at least one safety module taking into account the sensor values of the force sensor elements.
  • the magnetic force provided by the drive coils can be taken into account when calculating the motion values and thus when assessing the safety of the operating conditions of the linear transport system.
  • a linear transport system is provided with a moving unit, a stationary unit with a guide rail for guiding the moving unit, a linear motor for driving the moving unit along the guide rail, a safety monitoring system, and a control unit
  • the linear motor comprises a stator and a rotor
  • the stator is formed on the stationary unit and has several motor modules with drive coils arranged stationary along the guide rail
  • the rotor is arranged on the moving unit and comprises several drive magnet elements
  • the safety monitoring system comprises at least one safety module and a plurality of position sensor elements formed on the stationary unit, wherein at least two position sensor elements are formed in each of the motor modules, and wherein the safety monitoring system is configured to execute the method according to one of the preceding embodiments.
  • the position sensor elements are designed as magnetic field sensors.
  • the position sensor elements as magnetic field sensors
  • precise detection of the moving units is possible through the sensor values of the position sensor elements.
  • the sensor values of the position sensor elements designed as magnetic field sensors thus reflect the rotor magnetic fields of the drive magnet elements of the moving units. Based on this, a precise determination of the motion states of the moving units can be achieved.
  • Fig. 1 shows a schematic representation of a linear transport system according to one embodiment
  • Fig. 2 shows a schematic representation of a motor module of the linear transport system according to one embodiment
  • Fig. 3 shows a further schematic representation of the linear transport system according to another embodiment
  • Fig. 4 shows a further schematic representation of the linear transport system according to another embodiment
  • Fig. 5 shows a flowchart of a method for operating a linear transport system according to one embodiment
  • Fig. 6 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 7 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 8 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 9 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 10 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 11 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 12 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 13 shows another flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 14 shows a further flowchart of the method for operating a linear transport system according to a further embodiment
  • Fig. 15 shows another flowchart of the method for operating a linear transport system according to a further embodiment.
  • the linear motor 107 comprises a stator 111 and at least one rotor 113.
  • the stator 111 is formed on the stationary unit 103, while the at least one rotor 113 is formed on the at least one moving unit 101.
  • the stator 111 is arranged adjacent to the guide rail 105 on the stationary unit 103 and has several drive coils 115 arranged stationary along the guide rail 105.
  • the at least one rotor 113 formed on the at least one movable unit 101 comprises a plurality of drive magnet elements 149.
  • a rotor magnetic field can be generated via the drive magnet elements 149 of the rotor 113.
  • Stator magnetic fields can be generated via the current-energizing drive coils 115, so that, via magnetic coupling between the rotor magnetic field of the rotor 113 of the movable unit 101 and the stator magnetic fields of the stator 111, which can be generated variably by energizing the drive coils 115, a movement of the movable unit 101 along the guide rail 105 can be effected.
  • the majority of the drive coils 115 of the stator 111 are grouped into a plurality of motor modules 117.
  • the stator 111 thus comprises several motor modules 117, each of which in turn comprises a plurality of energizable drive coils 115.
  • the motor modules 117 are arranged along the guide rail 105 and are connected to each other and to the control unit 131 by a connecting line 147, at least for data transmission purposes.
  • Figure 1 shows, by way of example, three motor modules 117 of the stator 111 spaced apart from each other along the guide rail 105.
  • Each motor module 117 comprises three drive coils 115.
  • the number of motor modules 117 and drive coils 115 shown is merely exemplary and is not intended to limit the present invention. Any number of motor modules 117 can be arranged on the stationary unit 103, depending on the length of the stationary unit 103.
  • the motor modules 117 can have a different size and a different number of drive coils 115 than shown in Figure 1.
  • Fig. 1 shows a stationary system with three motor modules 117 and two movable units 101, each with a rotor 113. One of the motor modules 117 is partially obscured by a movable unit 101 in Fig. 1.
  • the motor modules 117 can, in addition to the drive coils 115, also include components such as the components of the safety monitoring system 109.
  • the multiple motor modules 117 of the stator 111 are arranged at intervals along a longitudinal axis LA of the stator 111 on the stationary unit 103.
  • the multiple motor modules 117 are spaced apart from each other by gaps 155.
  • the motor modules 117 each have a coil length LM, with the adjacent drive coils 115 of a motor module 117 each forming a coil length LM.
  • the rotor 113 has a rotor length LL.
  • the area between the drive coils 115 of two adjacent motor modules 117 has a gap length Ls, with the gap 155 being formed in this area.
  • the gap length LS In the area forming the gap length LS, other elements of the motor modules 117 can be arranged in addition to the gap 155.
  • the rotor length LL corresponds to n times the sum of the coil length LM and the gap length Ls. In particular, the rotor length LL can therefore be determined using the formula
  • n n (LM + Ls) can be calculated, where n is a natural number.
  • the concept of n-fold therefore also includes, in particular, that the rotor length corresponds to the sum of the coil length and the gap length.
  • the gap 155 between the motor modules 117 allows for the elimination of motor modules 117 and, in particular, drive coils 115 on the stationary unit 103 along the length of the guide rail 105.
  • the gap length Ls can vary in different regions of the stationary unit 103.
  • the gap 155 can be increased or decreased in regions of the stationary unit 103. If necessary, the gap 155 can also be omitted completely.
  • a drive magnet element 149 of the rotor 113 must always be within the effective range of at least one drive coil 115 of a stator 111.
  • the motor modules 117 can also be arranged directly adjacent to each other on the stationary unit 103 without a gap 155.
  • the safety monitoring system 109 comprises a plurality of position sensor elements 123 and at least one safety module 119.
  • the plurality of position sensor elements 123 are formed along the longitudinal axis LA on the stationary unit 103.
  • the position sensor elements 123 can be formed both in the motor modules 117 and in the gaps 155 between the motor modules 117. In the illustrated embodiment, the position sensor elements 123 of the safety monitoring system 109 are formed exclusively in the motor modules 117. Each motor module 117 has at least two position sensor elements 123. In the illustrated embodiment, the two position sensor elements 123 in the motor modules 117 are each formed at opposite ends of the motor modules 117 with respect to the longitudinal axis LA.
  • the position sensor elements 123 are designed as magnetic sensor elements, for example 1D, 2D, or 3D Hall sensors.
  • the position sensor elements 123 thus allow the rotor magnetic fields of the drive magnet elements 149 of the rotors 113 of the moving units 101 to be detected.
  • at least one Safety module 119 of the safety monitoring system 109 determines the movement states of the movable units 101 moving along the guide rail 105.
  • the safety monitoring system 109 comprises at least one safety monitoring module 119, which is configured to determine the movement states of the moving units 101 based on the sensor values of the position sensor elements 123 and to detect operating states of the linear transport system 100 that are hazardous to safety based on this.
  • the safety monitoring system 109 comprises a plurality of safety modules 119.
  • the plurality of safety modules 119 comprises at least one central safety module 120 integrated into the control unit 131.
  • the central safety module 120 can also be formed in another central component of the automation system 100, such as a fieldbus terminal or a bus coupler or similar.
  • the safety monitoring system 109 comprises a plurality of peripheral safety modules 121 integrated into the motor modules 117.
  • each motor module 117 incorporates two integrated peripheral safety modules 121.
  • the peripheral safety modules 121 integrated into the motor modules 117 are associated in each motor module 117 with exactly one of the at least two position sensor elements 123.
  • each motor module 117 can also contain only a peripheral safety module 121.
  • the at least one safety module 119 to perform safety monitoring of the operating states of the linear transport system 100, the at least one safety module 119 first receives sensor values 125 from the position sensor elements 123 of the safety monitoring system 109. Based on the sensor values 125 of the position sensor elements 123, the at least one safety module 119 then determines motion values of at least one motion state of at least one moving unit 101.
  • the state of motion or the motion values can include a position or a speed of the movable unit 101 represented by the sensor values 125 of the position sensor elements 123.
  • a safety-endangering state of the linear transport system 100 is subsequently detected by the at least one safety module 119 if the motion values determined on the sensor values 125 of the position sensor elements 123 by the at least one safety module 119 reach or exceed a predefined first limit value.
  • a speed and/or acceleration of a moving unit 101 detected by the sensor values 125, determined by the safety module 119 based on sensor values 125 reaches or exceeds a predefined maximum speed and/or maximum acceleration, the operating state of the linear transport system 100 is recognized or classified as hazardous to safety.
  • determining the motion values based on the sensor values 125 of the position sensor elements 123 and detecting the safety-endangering operating condition can be carried out by the at least one central safety module 120 integrated into the control unit 131.
  • the sensor values 125 acquired by the position sensor elements 123 are transmitted to the control unit 131 via data communication.
  • the determination of the motion values 127 and the detection of the hazardous condition can also be performed exclusively by the peripheral safety modules 121 integrated into the motor modules 117.
  • the sensor values 125 of the position sensor elements 123 are received by the peripheral safety modules 121 associated with the position sensor elements 123.
  • the respective peripheral safety modules 121 determine the motion values 127 of the motion states of the moving units 101 and, based on these motion values, detect a hazardous operating condition of the linear transport system 100.
  • the detection of potentially hazardous operating conditions based on the movement values can be achieved by taking into account appropriate reference values with which the determined movement values are compared.
  • the sensor values 125 can be processed jointly by the at least one central safety module 120 integrated into the control unit 131 and the peripheral safety modules 121 integrated into the corresponding motor modules 117.
  • the detection of the motion values 127 based on the sensor values 125 of the position sensor elements 123 can be performed by the peripheral safety modules 121 integrated into the motor modules 117, while the detection of the safety-endangering operating condition is performed by the at least one central safety module 120 integrated into the control unit 131.
  • the peripheral safety modules 121 transmit the correspondingly calculated motion values 127 via data communication to the at least one central safety module 120. Based on this, the at least one central safety module 120 then performs the detection of the operating status.
  • the calculation of the motion values 127 can be performed by the at least one central safety module 120, and the detection of the operating state of the linear transport system 100 can be performed by the peripheral safety modules 121 integrated into the motor modules 117.
  • the sensor values 125 of the position sensor elements 123 are first transmitted from the motor modules 117 to the central safety module 120 integrated into the control unit 131.
  • the corresponding motion values 127 determined by the central safety module 120 are subsequently transmitted via data communication back to the peripheral safety modules 121 integrated into the motor modules 117. Based on this, the peripheral safety modules 121 detect the safety-endangering operating conditions of the linear transport system 100.
  • a safety function is executed by means of which the safety-endangering operating state can be eliminated and the operation of the linear transport system 100 can be secured.
  • the control unit 131 and/or at least one of the safety modules 119 output control signals to the motor modules 117 upon detection of the safety-endangering operating state in order to execute the respective safety function by means of the corresponding control of the motor modules 117.
  • the safety function can include executing an emergency stop, in which the movement of the moving units 101 is stopped as quickly and safely as possible.
  • an emergency stop for example, the power supply to the drive coils 115 of the affected motor modules 117 can be interrupted.
  • the safety function can include performing an emergency stop in which the respective moving unit 101 is held in a position relative to the stationary unit 103.
  • the drive coils 115 of the respective motor modules 117 are energized in such a way that the stator magnetic fields generated by the energized drive coils 115 hold the moving unit 101 in the desired position.
  • the safety function can include issuing an alarm signal to indicate a safety-endangering condition of the linear transport system 100.
  • the alarm signal can be, for example, an acoustic, visual, or haptic signal.
  • the affected motor modules 117 are those motor modules 117 which, when the drive coils 115 of the respective motor modules 117 are activated, act on the movable unit 101 in at a respective position relative to the stationary unit 103 by means of the stator magnetic fields generated by controlling the drive coils 115.
  • sensor values 125 from two different position sensor elements 123 are always used to calculate two movement values 127.
  • the two movement values are calculated separately from each other based on the different sensor values 125 of the two different position sensor elements 123.
  • the separate calculation of the two motion values 127 based on the sensor values 125 of the two different position sensor elements 123 enables a calculation redundancy of the motion values 127 and, based on this, the safety monitoring.
  • the potentially dangerous operating condition of the linear transport system 100 can therefore already be detected if one of the two separately calculated motion values 127 reaches or exceeds the predefined first limit value.
  • a cross-comparison of the two separate motion values 127 can also be performed. If, when executing the two motion values 127 determined separately from the different sensor values 125 of the two different position sensor elements 123, a difference is detected in the cross-comparison and the difference between the two motion values 127 reaches or exceeds a predefined second limit value, then the safety-endangering operating condition of the linear transport system 100 is also detected.
  • the two separately calculated motion values 127 differ too greatly according to the predefined second limit value, a measurement error of the respective position sensor elements 123 and/or an error calculation of the motion values 127 by the safety modules 119 can be assumed. As a result, reliable safety monitoring of the operating states of the linear transport system 100 can no longer be guaranteed, so the respective operating state is classified as a safety hazard and, if necessary, the safety function is executed.
  • the cross-comparison can in turn be carried out by the at least one central safety module 120 integrated into the control unit 131 and/or by the peripheral safety modules 121 integrated into the motor modules 117.
  • the two motion values 127, on which the cross-comparison is to be performed are calculated by at least two peripheral safety modules 121, and the cross-comparison is performed by at least one of the two peripheral safety modules 121, the two motion values 127 are exchanged accordingly between the two peripheral safety modules 121 via data communication not shown in Fig. 1. If the two peripheral safety modules 121 are formed in the same motor module 117, the corresponding data communication takes place within the motor module 117. If, however, the two peripheral safety modules 121 are formed in two different, adjacent motor modules 117, data communication takes place between the two motor modules 117.
  • This data communication can take place directly from one motor module 117 to the next.
  • the data to be exchanged between the motor modules 117 can first be transmitted to the control unit 131.
  • the control unit 131 can then send the data to the respective addressed motor module 117.
  • first sensor values 125-1 are provided by a first position sensor element 123-1 and second sensor values 125-2 are provided by a second position sensor element 123-2. Based on the first sensor values 125-1, a corresponding first movement value 127-1 is determined, and based on the second sensor values 125-2, a corresponding second movement value 127-2 is determined.
  • the two movement values 127-1 and 127-2 are preferably calculated by two different safety modules 119, thus creating two redundant calculation paths.
  • position sensor elements 123 are selected in pairs from the majority of position sensor elements 123 to provide the first sensor values 125-1 and second sensor values 125-2 as the first position sensor element 123-1 and second position sensor element 123-2, respectively.
  • the correspondingly selected first and second position sensor elements 123-1, 123-2 thus follow the movement of the respective moving unit 101 along the guide rail 105 relative to the stationary unit 103.
  • the selection of the first and second position sensor elements 123-1, 123-2 is such that, for a positioning of the moving unit 101 in a first position P1, in which the moving unit 101 completely covers a motor module 117, the position sensor elements 123 selected to provide the first sensor values 123-1 and second sensor values 123-2 are formed in the motor module 117 covered by the moving unit 101.
  • the movable unit 101 is in a second position P2 in which the movable unit 101 does not completely cover any motor module 117, but in which the movable unit 101 partially covers two adjacent motor modules 117, then one position sensor element 123 is selected from the first partially covered motor module 117 and the other position sensor element 123 is selected from the other partially covered motor module 117.
  • each motor module 117 incorporates two peripheral safety modules 121, each associated with a position sensor element 123 of the same motor module 117.
  • each motor module 117 can also contain only one peripheral safety module 121.
  • the single peripheral safety module 121 is associated with the two position sensor elements 123 of the respective motor module 117.
  • the first sensor values 125-1 of the first position sensor element 123-1 and the second sensor values 125-2 of the second position sensor element 123-2 formed in the same motor module 117 are evaluated by the same peripheral safety module 121 in order to determine the corresponding first and second movement values and/or to determine the safety of the operating state based on these. If the movable unit 101 is in the second position P2 relative to the stationary unit 103, the first sensor values 125-1 of the first position sensor element 123-1 are evaluated by the peripheral safety module 121 formed in the same motor module 117. The second sensor values 125-2 of the second position sensor element 123-2 formed in the adjacent motor module 117 are evaluated by the peripheral safety module 121 formed in the same motor module 117 and associated with the second position sensor element 123-2.
  • the safety check is performed by only one peripheral safety module 121 in the first position P1. In the second position P2, however, two peripheral safety modules 121 arranged in different motor modules 117 are used for safety monitoring.
  • an application 129 is arranged on each of the movable units 101.
  • other applications 129 are also possible.
  • drive magnet sensor elements 133 are also formed in the motor modules 117.
  • the drive magnet sensor elements 133 allow the rotor magnetic fields of the drive magnet elements 149 of the rotors 113 of the moving units 101 to be determined.
  • the drive magnet sensor elements 133 are designed as magnetic field sensors, for example as 1D Hall sensors, 2D Hall sensors or 3D Hall sensors.
  • the position sensor elements 123 and the drive magnet sensor elements 133 are formed by the same magnetic sensor elements.
  • the drive magnet sensor elements 133 used for position determination are used as position sensor elements 123.
  • the position sensor elements 123 and the drive magnet sensor elements 133 can also be designed as different sensor elements, each arranged in the motor modules 117.
  • each motor module 117 has two drive magnet sensor elements 133 at opposite ends of the motor module 117.
  • the motor modules 117 can have more or fewer drive magnet sensor elements 133 at different locations.
  • Fig. 2 shows a schematic representation of a motor module 117 of a stator 111 of the linear transport system 100 according to one embodiment.
  • the motor module 117 comprises a motor module housing 151.
  • Drive coils 115 are positioned centrally within the motor module housing 151. Three drive coils 115 are shown in the illustrated embodiment. However, the number of positions and configurations of the drive coils 115 can also differ from those shown here.
  • Stator magnetic fields can be generated by controlling or energizing the drive coils 115.
  • the moving units 101 can be moved along the guide rail 105 via a magnetic interaction between the stator magnetic fields generated in this way and the rotor magnetic fields of the drive magnet elements 149 of the rotors 113.
  • the position sensor elements 123 and drive magnet sensor elements 133 are formed at two opposite ends of the motor module 117 with respect to a longitudinal direction LA of the motor module 117 shown.
  • the drive magnet sensor elements 133 can detect the drive magnet fields of the drive magnet elements 149 of the rotor 113 and thereby determine the position of the rotor 113 relative to the stator 111.
  • the position sensor elements 123 can record sensor values 125 representing the rotor magnetic fields of the drive magnet elements 149 of the rotors 113 of the moving units 103 for the various positions of the moving units 101 relative to the stationary unit 103.
  • the safety modules 119 can determine the motion values 127 of the moving units 101 according to the procedure described above.
  • the position sensor elements 123 and the drive magnet sensor elements 133 are designed as separate sensor elements.
  • the position sensor elements 123 and the drive magnet sensor elements 133 can, for example, be designed as independent magnetic sensor elements.
  • the position sensor elements 123 and the drive magnet sensor elements 133 are arranged in pairs directly adjacent to each other.
  • the position sensor elements 123 and the drive magnet sensor elements 133 can also be located at different positions in the motor module 117.
  • Each peripheral safety module 121 is associated with a position sensor element 123.
  • the peripheral safety modules 121 and the position sensor elements 123 are designed as independent components.
  • each of the two peripheral safety modules 121 is connected to one of the position sensor elements 123 via a data connection 157.
  • peripheral safety modules 121 can also be integrated into the position sensor elements 123 and form a coherent unit with them.
  • the number and positioning of the position sensor elements 123 and/or peripheral safety modules 121 in the motor modules 117 may differ from the embodiment shown. According to the invention, however, at least two position sensor elements 123 are provided in each of the motor modules 117.
  • each motor module 117 can also contain only one position sensor element.
  • the motor modules 117 are attached to the stationary unit 103. arranged such that the distance between two position sensor elements 123 of two immediately adjacent motor modules 117 is less than or equal to half the length of the runner 111 of the moving unit 101.
  • the rotor 111 of the moving unit is at least partially arranged in the effective ranges of at least two position sensor elements 123.
  • the motor module 117 shown can further comprise a final protective plate, which is not shown in Fig. 2 and which protects the drive coils 115 and the other elements shown from contamination and damage.
  • force sensor elements 159 are also provided on the motor modules 117.
  • the safety modules 119 are configured to determine, based on the measured values of the force sensor elements 159, the magnetic forces generated by energizing the drive coils 115 and acting on the drive magnet elements 149 of the moving units 101, and to include these in the calculation of the motion values.
  • the safety modules 119 can assess the operating states of the automation system 100 as potentially hazardous to safety if the determined magnetic forces exceed or fall below predefined limit values.
  • Fig. 3 shows a schematic representation of the linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 3 is based on the embodiment in Fig. 1 and the linear transport system 100 shown includes all the features shown there.
  • Figure 3 shows a highly simplified representation of the linear transport system. Only a moving unit 101 and the stationary unit 103 of the linear transport system 100 are schematically depicted in Figure 3. Three motor modules 117 of the stationary unit 103 are shown. The motor modules 117 are also shown in a highly simplified form and each comprises two position sensor elements 123 and two peripheral safety modules 121. The drive coils 115 of the motor modules 117, as well as the drive magnet sensor elements 133, are not shown in Fig. 3. The movable unit 101 comprises the drive magnet elements 149. However, this highly simplified representation is not intended to limit the present invention in any way.
  • the movable unit 101 is shown in two different positions relative to the stationary unit 103.
  • the movable unit 101 is shown in a first position P1 relative to the stationary unit 103.
  • the movable unit 101 completely covers a first motor module 117-1.
  • a second motor module 117-2 and a third motor module 117-3 of the stationary unit 103 are not covered by the movable unit 101 in the first position P1.
  • the movable unit 101 is shown in a second position P2 relative to the stationary unit 103.
  • the first motor module 117-1 and the second motor module 117-2 are each partially covered by the movable unit 101.
  • the third motor module 117-3 remains uncovered by the stationary unit 101.
  • covering a motor module 117 with a movable unit 101 means that a projection of the movable unit 101 onto the stationary unit 103 is at least partially projected onto the motor module 117 arranged in the stationary unit 103, i.e., the movable unit 101 is at least partially arranged in the effective range of at least one position sensor element 123 of the respective motor module 117.
  • each of the three motor modules 117-1 to 117-3 has two position sensor elements 123 and two peripheral safety modules 121.
  • the peripheral safety modules 121 are associated with the respective position sensor elements 123 according to the embodiment shown in Fig. 2.
  • the peripheral safety modules 121 and the position sensor elements 123 are arranged in pairs in the motor modules 117-1 to 117-3 and are positioned on opposite sides of the motor modules 117-1 to 117-3.
  • the position sensor elements 123 are hereinafter referred to as left position sensor elements 145-L and right position sensor elements 145-R.
  • the peripheral safety modules 121 are referred to as left peripheral safety modules 146-L and right peripheral safety modules 146-R.
  • left and right position sensor elements 145-L, 145-R and left and right peripheral safety modules 146-L, 146-R is made solely by convention and does not serve to limit the present invention.
  • the left position sensor element 145-L and the right position sensor element 145-R of a motor module 117 are formed at two opposite ends of the motor module 117 with respect to the longitudinal axis LA.
  • the movable unit 101 is positioned in the first position P1 relative to the stationary unit 103 and completely covers the first motor module 117-1.
  • the movable unit 101 is located at least partially within the effective range of the left position sensor element 145-L and at least partially within the effective range of the right position sensor element 145-R of the first motor module 117-1. This enables the left position sensor element 145-L and the right position sensor element 145-R to receive sensor values 125 of the rotor magnetic field of the drive magnet elements 149 of the movable unit 101, wherein the correspondingly received sensor values 125 at least partially represent the rotor magnetic field of the drive magnet elements 149 and thus the movable unit 101.
  • the left position sensor element 145-L of the first motor module 117-1 is selected as the first position sensor element 123-1 and the right position sensor element 145-R of the first motor module 117-1 as the second position sensor element 123-2.
  • the left and right peripheral safety modules 146-L, 146-R of the first motor module 117-1 associated with the left and right position sensor elements 145-L, 145-R of the first motor module 117-1, are selected as the first peripheral safety module 121-1 and second peripheral safety module 121-2.
  • the designation of the selected position sensor elements 123 as first position sensor element 123-1 and second position sensor element 123-2 and of the selected peripheral safety modules 121 as first peripheral safety module 121-1 and second peripheral safety module 121-2 is again a convention and is not intended to limit the invention.
  • the first position sensor element 123-1 selected in this manner, then acquires or provides the first sensor values 125-1 according to the method described above, while the second position sensor element 123-2 acquires the second sensor values 125-2 accordingly.
  • the first peripheral safety module 121-1 determines the first motion values 127-1 based on the first sensor values 125-1, while the second peripheral safety module 121-2 calculates the second motion values 127-2 based on the second sensor values 125-2.
  • the first and second position sensor elements 123-1 , 123-2 and the correspondingly associated first and second peripheral safety modules 121-1 , 121-2 are arranged in the first position P1 of the moving unit 101 relative to the stationary unit 103 in the same first motor module 117-1.
  • the central safety module 120 If, according to the embodiment described above, the calculation of the motion values 127 is performed by the central safety module 120 (not shown in Fig. 3), the first and second sensor values 125-1 and 125-2 are transmitted to the central safety module 120. If, however, only the detection of the safety-endangering operating state is performed by the central safety module 120, the first and second motion values 127-1 and 127-2 are transmitted to the central safety module 120.
  • a first safety detection message 135-1 and/or a second safety detection message 135-2 in which the detected safety-endangering operating state is communicated, can be transmitted by the first and/or second peripheral safety module 121-1 , 121-2 to the central safety module 120.
  • the execution of the security function can then be effected, if necessary, by the control unit 131 or by the central security module 120 or the peripheral security modules 121.
  • the left and right position sensor elements 145-L, 145-R of the second motor module 117-2 and the third motor module 117-3 are not covered by the moving unit 101 and is therefore not located in the effective ranges of the position sensor elements 123 of the second and third motor modules 117-2, 117-3, no sensor values 125 are recorded by the position sensor elements 123 of the second and third motor modules 117-2, 117-3 and/or no corresponding movement values 127 are calculated by the corresponding peripheral safety modules 121 of the second and third motor modules 117-2, 117-3.
  • first and second position sensor elements 123 of the motor modules 117 are selected as first and second position sensor elements 123-1 , 123-2 and corresponding associated first and second peripheral safety modules 121-1 , 121-2 to provide the first and second sensor values 125-1 , 125-2 respectively to calculate the first and second motion values 127-1 , 127-2.
  • the first motor module 117-1 is only partially covered by the moving unit 101.
  • the second motor module 117-2 is also now partially covered by the moving unit 101.
  • the moving unit 101 is therefore partially within the effective range of the right position sensor element 145-R of the first motor module 117-1 and partially within the effective range of the left position sensor element 145-L of the second motor module 117-2.
  • the right position sensor element 145-R of the first motor module 117-1 is selected as the first position sensor element 123-1
  • the left position sensor element 145-L of the second motor module 117-2 is selected as the second position sensor element 123-2.
  • safety module 146-R of the first motor module 117-1 is selected as the first peripheral safety module 121-1
  • the left peripheral safety module 146-L of the second motor module 117-2 is selected as the second peripheral safety module 121-2.
  • the first and second position sensor elements 123-1 and 123-2 acquire and provide the first and second sensor values 125-1 and 125-2, respectively.
  • the first and second peripheral safety modules 121-1 and 121-2 can then calculate the first and second motion values 127-1 and 127-2.
  • the movable unit 101 is no longer within the effective range of the left position sensor element 145-L of the first motor module 117-1.
  • the left position sensor element 145-L and the correspondingly associated left peripheral safety module 146-L of the first motor module 117-1 are therefore no longer considered for safety monitoring in the second position P2 shown.
  • the left position sensor element 145-L of the first motor module 117-1 can be defined as a corresponding third position sensor element 123-1 and the correspondingly associated left peripheral safety module 146-L of the first motor module 117-1 can be defined as a corresponding third peripheral safety module 121-3.
  • the third position sensor element 123-3 and/or the third peripheral safety module 121-3 are subsequently deactivated, so that no further sensor values 125 are recorded or provided by the third position sensor element 123-3 and/or no further motion values 127 are calculated by the third peripheral safety module 121-3.
  • the selection of the first and second position sensor elements 123-1, 123-2, or the correspondingly associated first and second peripheral safety modules 121-1, 121-2, as described in Figures a) and b) and the positions P1, P2 of the moving unit 101 relative to the stationary unit 103, can be based on position information or velocity information of the moving unit 101 relative to the stationary unit 103. Knowing the position of the moving unit 101 relative to the stationary unit 103, the control unit 131 can determine the position sensor elements 123 of the respective motor modules 117. will be, in whose areas of operation the correspondingly positioned movable unit 101 is at least partially positioned.
  • the position sensor elements 123 thus identified are subsequently selected as first and second position sensor elements 123-1 and 123-2, respectively, according to the steps described above.
  • the correspondingly associated safety modules 121 are selected accordingly as first and second peripheral safety modules 121-1 and 121-2.
  • sensor values 125 can be acquired by a plurality of position sensor elements 123 of a plurality of motor modules 117, regardless of the position of the moving unit 101. Based on the sensor values 125 of the position sensor elements 123, the peripheral safety modules 121 and/or the central safety module 120 and/or the control unit 131 associated with the position sensor elements 123 can then determine which position sensor elements 123 have actually measured a signal from the rotor 113 of the moving unit 101. This determination can be made, for example, by using predefined limit values.
  • the signal strength of the sensor values 125 recorded by a position sensor element 123 reaches or exceeds a predefined limit value for the signal strength, this is interpreted as meaning that the respective sensor values 125 actually represent the rotor magnetic field of the rotor 113 of a moving unit 101.
  • the sensor values 125 of the position sensor elements 123 can then be selected, which actually represent the rotor magnetic field of the rotor 113 of the moving unit 101.
  • the selection of the sensor values 125 can in turn be carried out by the respective peripheral safety modules 121 and/or the central safety module 120 and/or the control unit 131.
  • the peripheral safety modules 121 integrated into the motor modules 117 can also be selected for the corresponding calculation of the motion values 127 and/or the assessment of the safety of the operating states of the linear transport system 100. Accordingly, the position sensor elements selected for safety verification can be used. 123 associated peripheral safety modules 121 for evaluating the sensor values 125 of the selected position sensor elements 123 are selected.
  • peripheral safety modules 121 can in turn be made by the peripheral safety modules 121 and/or the central safety module 120 and/or the control unit 131.
  • Sensor values 125 from position sensor elements 123 can, however, be disregarded in safety monitoring, i.e., in the assessment of the operating conditions.
  • the position and/or speed information can be provided by the control unit 131.
  • the position and/or speed determination is based on measurements of the rotor magnetic fields of the moving units 101 by the drive magnet sensor elements 133 of the individual motor modules 117.
  • a counter function of the peripheral safety modules 121 formed in the respective motor modules 117 can be taken into account when selecting the position sensor elements 123 and/or peripheral safety modules 121 to be considered for safety monitoring.
  • each of the peripheral safety modules 121 can determine, taking into account position and/or speed information of the moving unit 101, for which position of the moving unit 101 relative to the stationary unit 103 the moving unit 101 is or will be located at least partially within the effective range of the position sensor element 123 associated with the respective peripheral safety module 121.
  • the counter function operates in the form of an incremental encoder.
  • the peripheral safety modules 121 integrated into the motor modules 117 can thus independently determine, by performing the counter function, whether for a given position P1, P2 of the moving unit 101 relative to the stationary unit 103 the moving unit 101 is at least partially positioned within the effective range of the correspondingly associated position sensor element 123 and thus the respective position sensor element 123 is to be selected as the first or second position sensor element 123-1, 123-2, i.e., the respective position sensor element 123 is to be selected to receive the sensor values 125. to be activated.
  • the respective peripheral safety module 121 is activated as the first or second position sensor element 123-1 , 123-2, respectively, when the associated position sensor element 123 is selected, for the purpose of calculating the motion values 127.
  • the respective peripheral safety module 121 determines that in the respective position P1, P2 of the moving unit 101 relative to the stationary unit 103 the moving unit 101 is not at least partially positioned in the effective range of the correspondingly associated position sensor element 123, then the respective safety module 121 deactivates the recording of the sensor values 125 by the corresponding position sensor element 123 and/or the calculation of the movement values 127 by the corresponding peripheral safety module 121.
  • Figure b) further illustrates the case where the peripheral safety modules 121 integrated into the motor modules 117 perform a cross-comparison of the correspondingly calculated first and second motion values 127-1, 127-2.
  • the first motion value 127-1 calculated by the first peripheral safety module 121-1 based on the first sensor values 125-1, is transferred to the second peripheral safety module 121-2, so that the cross-comparison of the first and second motion values 127-1, 127-2 can be performed by the second peripheral safety module 121-2.
  • the second peripheral safety module 121-2 transmits the second motion value 127-2, calculated from the second sensor values 125-2, to the first peripheral safety module 121-1 to enable the first peripheral safety module 121-1 to perform a cross-comparison calculation.
  • the second motion value 127-2 can also first be transmitted to the control unit and then from there to the first peripheral safety module 121-1.
  • the cross-comparison message 137 in which the result of the cross-comparison is displayed, can also be transmitted to the central safety module 120 by the first peripheral safety module 121-1 and/or the second peripheral safety module 121-2.
  • the force sensor elements 159 are not explicitly depicted. However, analogous to the embodiment in Fig. 2, corresponding force sensor elements 159 can be formed on the motor modules 117 in the illustrated embodiment, which provide corresponding force sensor values to the central safety module 120 and/or the peripheral safety modules 121.
  • the safety modules 120, 121 are subsequently configured to calculate the magnetic forces provided by the drive coils 115, taking into account the measured values of the force sensor elements 159, and to include these in the calculation of the first and second motion values 127-1, 127-2 and the assessment of the operating states of the linear transport system 100.
  • Fig. 4 shows a schematic representation of the linear transport system 100 according to a further embodiment.
  • the linear transport system 100 further comprises a trigger module 141 and a defined safety zone 143. At least a part of the stationary unit 103 is arranged within the defined safety zone 143. In the illustrated embodiment, a complete travel path of the stationary unit 103 with a plurality of motor modules 117 is arranged within the safety zone 143.
  • the motor modules 117 are designed according to the embodiments described above and include position sensor elements 123 and associated peripheral safety modules 121 of the safety monitoring system 109.
  • a trigger signal 144 can be sent to the control unit 131 via the trigger module 141 if the trigger module 141 detects a safety-hazardous operating condition of the linear transport system 100.
  • the safety-hazardous operating condition could, for example, occur if a person is detected within the safety zone 143.
  • the trigger module 141 can, for example, include motion sensors, light barriers, an emergency stop switch, or other sensors that can detect the presence of persons in the safety zone 143.
  • the trigger signal 144 which indicates the safety-hazardous condition, allows the control unit 131 to activate the safety monitoring system 109 and the safety monitoring according to the procedure steps described above.
  • Fig. 5 shows a flowchart of a method 200 for operating a linear transport system 100 according to one embodiment.
  • At least one safety module 119 of the safety monitoring system 109 receives first sensor values 125-1 from the first position sensor element 123-1 and second sensor values 125-2 from the second position sensor element 123-2.
  • the at least one safety module 119 can comprise at least one central safety module 120 integrated into the control unit 131 and/or at least one peripheral safety module 121 integrated into at least one motor module 117.
  • a first motion value 127-1 is calculated based on the first sensor values 125-1
  • a second motion value 127-2 is calculated based on the second sensor values 125-2.
  • the first and second motion values 127-1 and 127-2 describe the motion state of the respective moving unit 101 and can include a position value and/or a velocity value and/or an acceleration value of the movement of the moving unit 101.
  • the first and second sensor values 125-1 , 125-2 are each recorded by the first and second position sensor elements 123-1 , 123-2.
  • the first and second position sensor elements 123-1, 123-2 are formed in the same motor module 117.
  • the first and second position sensor elements 123-1, 123-2 are formed in two different, adjacent motor modules 117.
  • a detection step 205 the safety-endangering operating state of the linear transport system 100 is subsequently detected by at least one safety module 119 if the first movement value 127-1 and/or the second movement value 127-2 reaches or exceeds a predefined limit value.
  • Fig. 6 shows another flowchart of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 6 is based on the embodiment in Fig. 5 and includes all the process steps described therein.
  • a cross-comparison step 207 is further performed between the first movement value 127-1 and the second movement value 127-2.
  • the safety-endangering operating condition of the linear transport system 100 is subsequently detected if a difference between the first movement value 127-1 and the second movement value 127-2 reaches or exceeds a predefined second limit value.
  • Fig. 7 shows another flowchart of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 7 is based on the embodiment in Fig. 5 and includes all the process steps described therein.
  • control signals for executing a safety function are output to the motor modules 117 by the control unit 131 of the linear transport system 100 and/or by the at least one safety module 119 in an output step 209.
  • the safety function can include executing an emergency stop by immediately stopping the movement of the moving unit 101.
  • the safety function can include performing an emergency stop by holding the movable unit 101 in a given position; furthermore, the safety function can include performing a speed reduction and/or acceleration reduction below a predefined maximum permissible speed and/or a maximum permissible acceleration; furthermore, a warning signal can be issued or the control of the drive coils 115 can be interrupted.
  • Fig. 8 shows another flowchart of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment shown is based on the embodiment in Fig. 7 and includes all the process steps described therein.
  • the safety monitoring system 109 comprises a plurality of peripheral safety modules 121 integrated into the motor modules 117.
  • a motion value transmission step 211 the first and second motion values 127-1, 127-2 calculated by the first and second peripheral safety modules 121-1 and 121-2 are transmitted to the control unit 131.
  • the detection step 205 is subsequently executed by the central safety module 120 integrated into the control unit 131.
  • Fig. 9 shows another flowchart of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment shown is based on the embodiment in Fig. 7 and includes all the process steps described therein.
  • the safety monitoring system 109 comprises a plurality of peripheral safety modules 121 integrated into the motor modules 117.
  • the first and/or second peripheral safety module 121-1, 121-2 further performs the detection of the safety-endangering condition based on the first and second motion values 127-1, 127-2.
  • a first security detection message 135-1 is transmitted by the first peripheral security module 121-1 and/or a second security detection message 135-2 is transmitted by the second peripheral security module 121-2 to the control unit 131, wherein the detected safety-endangering operating condition is indicated in the first and second security detection messages 135-1, 135-2.
  • output step 209 is executed by the control unit 131.
  • Fig. 10 shows another flowchart of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 10 is based on the embodiment in Fig. 6 and includes all the process steps described therein.
  • the first and second motion values 127-1, 127-2, calculated by the first and second peripheral safety modules 121-1 and 121-2, which are arranged in a first motor module 117-1 and a second motor module 117-2, are exchanged with each other.
  • the cross-comparison is performed by the first peripheral safety module 121-1 and/or the second peripheral safety module 121-2.
  • Fig. 11 shows another flow diagram of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 11 is based on the embodiment in Fig. 10 and includes all the process steps described therein.
  • a cross-comparison message 137 is transmitted to the control unit 131 by the first peripheral safety module 121-1 and/or the second peripheral safety module 121-2 in a cross-comparison message transmission step 217.
  • the cross-comparison message 137 includes a result of the cross-comparison.
  • the recognition step 205 taking the cross-comparison message 137 into account, is performed in the illustrated embodiment by the central safety module 120 integrated into the control unit.
  • Fig. 12 shows another flowchart of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment shown is based on the embodiment in Fig. 5 and includes all the process steps described therein.
  • the first position sensor element 123-1 and the second position sensor element 123-2 are implemented based on a position determination of a position of the moving unit 101 relative to the stationary unit 103.
  • Fig. 13 shows another flow diagram of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 13 is based on the embodiment in Fig. 12 and includes all the process steps described therein.
  • the selection step 219 includes an activation step 221.
  • the first peripheral safety module 121-1 associated with the first position sensor element 123-1, detects that the movable unit 101 is arranged in the first or second position P1, P2, partially within an effective range of the first position sensor element 123-1.
  • the second peripheral safety module 121-2 associated with the second position sensor element 123-2, detects that the movable unit 101 is partially positioned in the first or second position P1, P2 within the effective range of the second position sensor element 123-2. Subsequently, the acquisition of the first and second sensor values 125-1, 125-2 by the first and second position sensor elements 123-1, 123-2 and/or the determination of the first and second motion values 127-1, 127-2 by the first and second peripheral safety modules 121-1, 121-2 are activated.
  • a third peripheral safety module 121-3 detects that the moving unit 101 is not at least partially positioned within the effective range of a third position sensor element 123-3 associated with the third safety module 121-3, and the acquisition of sensor values 125 by the third position sensor element 123-3 and/or the calculation of motion values 127 by the third peripheral safety module 121-3 are deactivated.
  • Fig. 14 shows another flow diagram of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 14 is based on the embodiment in Fig. 13 and includes all the process steps described therein.
  • the activation step 221 and the deactivation step 223 each comprise a calculation step 225.
  • the first to third safety modules 121-1 ,... , 121-3 use a counter function of the first to third safety modules 121-1 ,... , 121-3, based on position information and/or speed information of the moving unit 101, to calculate whether, at a time when the moving unit 101 is positioned in the first or second position P1 , P2, the moving unit 101 is at least partially positioned within the effective range of the respective associated first to third position sensor elements 123-1 ,... , 123-3.
  • Fig. 15 shows another flow diagram of the method 200 for operating a linear transport system 100 according to a further embodiment.
  • the embodiment in Fig. 15 is based on the embodiment in Fig. 5 and includes all the process steps described therein.
  • the control unit 131 receives a trigger signal 144 from the trigger module 141 in a trigger signal reception step 227.
  • the trigger signal 144 indicates the presence of a safety-relevant condition.
  • the safety-relevant condition can, for example, define the presence of a person in a predefined safety area 143.
  • a triggering step 229 the safety monitoring system 109 is subsequently triggered by the control unit 131 when the safety-relevant operating condition is present.
  • the invention further comprises a combination of the embodiments of the inventive method 200 of Figs. 5 to 15.
  • Reference symbol list

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electromagnetism (AREA)
  • Physics & Mathematics (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Linear Motors (AREA)

Abstract

L'invention concerne un procédé (200) de fonctionnement d'un système de transport linéaire (100), comprenant : la réception de premières valeurs de capteur (125-1) d'un premier élément capteur de position (123-1) et de secondes valeurs de capteur (125-2) d'un second élément capteur de position (123-2) parmi la pluralité d'éléments de capteur de position (123) au moyen dudit module de sécurité (119) à une étape de réception (201) ; la détermination d'une première valeur de mouvement (127-1) de l'unité mobile (101) par rapport à l'unité fixe (103) sur la base des premières valeurs de capteur (125-1) et la détermination d'une seconde valeur de mouvement (127-2) de l'unité mobile (101) par rapport à l'unité fixe (103) sur la base des secondes valeurs de capteur (125-2) au moyen dudit module de sécurité (119) à une étape de détermination (203) ; la détection d'un état de fonctionnement menaçant la sécurité du système de transport linéaire (100) si la première valeur de mouvement (127-1) et/ou la seconde valeur de mouvement (127-2) atteignent ou dépassent une première valeur limite prédéfinie, au moyen du ou des modules de sécurité (119) à une étape de détection (205). L'invention concerne également un système de transport linéaire (100).
PCT/EP2025/067917 2024-06-28 2025-06-25 Procédé de fonctionnement d'un système de transport linéaire et système de transport linéaire Pending WO2026003076A1 (fr)

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DE102024118412.4 2024-06-28
DE102024118412.4A DE102024118412B3 (de) 2024-06-28 2024-06-28 Verfahren zum Betreiben eines linearen Transportsystems und lineares Transportsystem

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Citations (9)

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Publication number Priority date Publication date Assignee Title
DE102015102236A1 (de) * 2015-02-17 2016-08-18 Beckhoff Automation Gmbh Steuerungssystem für einen elektrischen Motor
US20200148240A1 (en) * 2018-11-13 2020-05-14 Rockwell Automation Technologies, Inc. Section Based Safety Functions for Independent Cart Applications
EP3376166B1 (fr) * 2017-03-13 2020-06-03 B&R Industrial Automation GmbH Procédé de détermination de la position absolue d'un rotor d'un moteur linéaire
EP3831639A1 (fr) 2019-12-03 2021-06-09 B&R Industrial Automation GmbH Fonction de sécurité pour un système de transport
EP3872589A1 (fr) * 2020-02-26 2021-09-01 Rockwell Automation Technologies, Inc. Système de transport de société de déménagement indépendante et procédé d'extension de la gamme des operations dans un système de transport de société de déménagement indépendante
EP4144675A1 (fr) 2021-09-03 2023-03-08 Schneider Electric Industries SAS Système de transport et procédé de détection des défauts dans un système de guidage d'un tel système de transport
DE102021130313A1 (de) * 2021-11-19 2023-05-25 Beckhoff Automation Gmbh Verfahren zum Betreiben eines linearen Antriebssystems und lineares Antriebssystem
EP3622208B1 (fr) * 2017-05-12 2023-06-28 Hamilton Bonaduz AG Procédé de détermination sans contact de la position d'un armature d'un moteur électrique, moteur électrique et système de tuyauterie pour aspirer et disperser un liquide de tuyauterie avec un tel moteur électrique
US20240106364A1 (en) 2018-08-02 2024-03-28 Beckhoff Automation Gmbh Method for identifying a carriage of a linear transport system

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015102236A1 (de) * 2015-02-17 2016-08-18 Beckhoff Automation Gmbh Steuerungssystem für einen elektrischen Motor
EP3376166B1 (fr) * 2017-03-13 2020-06-03 B&R Industrial Automation GmbH Procédé de détermination de la position absolue d'un rotor d'un moteur linéaire
EP3622208B1 (fr) * 2017-05-12 2023-06-28 Hamilton Bonaduz AG Procédé de détermination sans contact de la position d'un armature d'un moteur électrique, moteur électrique et système de tuyauterie pour aspirer et disperser un liquide de tuyauterie avec un tel moteur électrique
US20240106364A1 (en) 2018-08-02 2024-03-28 Beckhoff Automation Gmbh Method for identifying a carriage of a linear transport system
US20200148240A1 (en) * 2018-11-13 2020-05-14 Rockwell Automation Technologies, Inc. Section Based Safety Functions for Independent Cart Applications
EP3831639A1 (fr) 2019-12-03 2021-06-09 B&R Industrial Automation GmbH Fonction de sécurité pour un système de transport
EP3872589A1 (fr) * 2020-02-26 2021-09-01 Rockwell Automation Technologies, Inc. Système de transport de société de déménagement indépendante et procédé d'extension de la gamme des operations dans un système de transport de société de déménagement indépendante
EP4144675A1 (fr) 2021-09-03 2023-03-08 Schneider Electric Industries SAS Système de transport et procédé de détection des défauts dans un système de guidage d'un tel système de transport
DE102021130313A1 (de) * 2021-11-19 2023-05-25 Beckhoff Automation Gmbh Verfahren zum Betreiben eines linearen Antriebssystems und lineares Antriebssystem

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