NZ718752B2 - Handling vehicle and electrolysis plant comprising said vehicle - Google Patents

Abstract

The invention relates to a vehicle (1) comprising: means for approaching a load; means for remotely detecting an obstacle, capable of scanning a detection zone (8); means for collecting kinematic data, intended to collect one or more items of data relating to the kinematics of the vehicle (1); a processing unit (16) intended to define a surveillance zone inside the detection zone (8), the shape of the surveillance zone being calculated by the processing unit (16) according to the kinematic data provided by the collection means. In addition, the vehicle (1) comprises means for the contact-based detection of obstacles, arranged on a portion of the vehicle (1) intended to face the load to be to be approached during an approach manoeuvre, and braking means intended to stop the vehicle (1) as soon as an obstacle is struck by the contact-based obstacle detection means. cessing unit (16) intended to define a surveillance zone inside the detection zone (8), the shape of the surveillance zone being calculated by the processing unit (16) according to the kinematic data provided by the collection means. In addition, the vehicle (1) comprises means for the contact-based detection of obstacles, arranged on a portion of the vehicle (1) intended to face the load to be to be approached during an approach manoeuvre, and braking means intended to stop the vehicle (1) as soon as an obstacle is struck by the contact-based obstacle detection means.

Description

Handling vehicle and electrolysis plant comprising said vehicle The present invention relates to a handling vehicle, in particular a handling vehicle for moving a load such as an anode assembly or receptacle for casting in an electrolysis plant, and an electrolysis plant, especially an aluminum smelter, comprising this vehicle.

Traditionally, an electrolysis plant such as an aluminum smelter includes a building housing an electrolysis hall, in which are aligned hundreds of electrolytic cells for the production of aluminum by electrolysis according to the Hall-Héroult process.

For this purpose, the electrolytic cells conventionally comprise a steel pot shell within which there is a lining of refractory materials, a cathode of carbon material, through which pass cathode conductors designed to collect the electrolysis current at the cathode to route it to the cathode outputs which pass through the bottom or sides of the pot shell, linking conductors extending substantially horizontally to the next cell from the cathode outputs, an electrolyte bath in which the alumina is dissolved, at least one anode assembly comprising at least one anode immersed in this electrolyte bath and an anode rod sealed in the anode, an anode frame on which the anode assembly is suspended via the anode rod, and risers for the electrolysis current running upwards connected to linking conductors from the preceding electrolytic cell to route the electrolysis current from the cathode outputs to the anode frame and the anode assembly and anode in the next cell.

The anodes are more particularly of the pre-baked anode type with pre-baked carbon blocks, i.e. baked before they are placed in the electrolytic cell.

During the electrolysis reaction a layer of liquid aluminum forms at the bottom of the electrolytic cell. The liquid aluminum so produced is collected in casting receptacles also known as casting ladles. The liquid aluminum so collected is then transported to a foundry for processing.

Furthermore, during the electrolysis reaction, the anodes are progressively consumed. It is therefore necessary to make provision for removing worn anode assemblies and for regularly supplying the electrolytic cells with new anode assemblies to replace the worn anode assemblies.

The anode assemblies and casting receptacles may weigh several tons. Without an adequate safety system, transportation can cause injury to persons and property.

The transport of anode assemblies and casting receptacles is performed by vehicles driven by an operator-driver. To reduce the risk of accident, these vehicles include speed restriction means so that they cannot exceed a predetermined maximum speed.

However, given the mass of the load to be moved, these vehicles are of large size and this can affect the visibility of the operator-drivers, and that of personnel on foot, especially during difficult maneuvers.

It is known that vehicles can be equipped with detection systems that can detect an obstacle in a predetermined detection zone, and cause the vehicle to stop to avoid a collision when an obstacle is detected.

However, this detection zone is predetermined and independent of the vehicle kinematics, so that such a detection system and such a vehicle are only suitable for fixed environments where obstacles are already known in relation to the path of the vehicle.

In other words, such systems do not allow the vehicle to move in an environment with moving obstacles such as pedestrians or other vehicles.

However, vehicles operating in an electrolysis plant drive both outdoors and indoors, where staff regularly work on foot or conveyed in a vehicle.

In addition, a detection system with a predetermined and unchanging detection zone, in an environment that combines both long straight lines (outdoors) and confined spaces (indoors) will cause the vehicle so equipped to stop unnecessarily.

This is because the detection zone of such a system is too wide, for example, with respect to the speed of the vehicle when it is maneuvering indoors: at the slightest U-turn of the vehicle, the detection zone will encounter an obstacle which is not necessarily on the vehicle's path, which will cause an unnecessary stop. Similarly, in a bend, a detection zone that is too wide at the front of the vehicle is likely to consider a barrier along the bend as an obstacle, whereas the barrier is outside the path of the vehicle.

It is known from US20110077814 to equip a vehicle with an obstacle detection means capable of detecting an obstacle in a detection zone which depends on the traveling speed of the vehicle.

However, a vehicle approaching and loading a load is a tricky maneuver. The load to be approached and loaded must not be detected as an obstacle, so that the part of the vehicle used for approaching and loading is conventionally free of obstacle detection means. But there is a risk that an object or a person may accidentally come between the vehicle and its load during the approaching and loading maneuver.

For this reason, the present invention seeks to overcome some or all of these drawbacks by providing a handling vehicle with the ability to detect an obstacle at all times, including during an approaching and loading maneuver, and move in a complex environment that may include moving obstacles, without unnecessary stops, and an electrolysis plant with improved productivity.

To this end, the present invention relates to a handling vehicle comprising approaching and loading means for approaching and loading a load to be moved, wherein the vehicle comprises: means for remote obstacle detection, capable of scanning a detection zone adjacent to the vehicle, means for kinematic data collection, for collecting one or more data concerning the vehicle kinematics, a processing unit, designed to define, within the detection zone, a surveillance zone to be monitored by the means for remote obstacle detection, the shape of the surveillance zone being calculated by the processing unit depending on the kinematic data provided by the collection means, the vehicle further comprising means for detecting an obstacle by contact, arranged on a portion of the vehicle designed to face the load to be approached and loaded during an approaching and loading maneuver and braking means, for braking and / or stopping the vehicle when an obstacle is detected in the surveillance zone or is struck by the means for detecting an obstacle by contact.

In this way, the vehicle according to the invention offers the ability to self-adapt the shape and dimensions of a surveillance zone based on the kinematics of the vehicle, coupled with the ability to detect an obstacle by contact, such as a person, that might be stuck between the vehicle and the load during the approaching and loading maneuver. The vehicle according to the invention thus provides improved safety and the ability to work in a complex environment without causing unnecessary stops.

According to a preferred embodiment, the means of remote obstacle detection comprise a plurality of detection units, each designed to scan a local detection zone, and the detection units are arranged relative to each other so that the local detection zones together form a peripheral detection zone extending 360° around the vehicle.

A safety perimeter surrounding the vehicle is therefore defined to give maximum safety.

Advantageously, each local detection zone has at least one overlapping portion with an adjacent local detection zone.

Obstacle detection is thereby doubled, i.e. an obstacle within the surveillance zone is located on two local detection zones that overlap.

According to one embodiment, the peripheral detection zone comprises at least four overlapping portions, including a front portion in front of the vehicle, a rear overlapping portion located behind the vehicle, and two lateral overlapping portions on each side of the vehicle.

So at any point of the surveillance zone, an obstacle is necessarily detected by two detection units, this redundancy providing greater reliability for a high level of safety.

According to an advantageous embodiment, the processing unit determines, from the kinematic data, that the vehicle is performing an approaching and loading maneuver and defines an appropriate surveillance zone (10) during an approaching and loading maneuver. Such an approaching and loading maneuver can then be performed automatically, specifically and safely According to an advantageous embodiment, the kinematic data allowing the processing unit to determine that the vehicle is making an approaching and loading maneuver and to define an appropriate surveillance zone during an approaching and loading maneuver are a predetermined speed range in the direction of the approaching and loading maneuver.

More particularly, the predetermined speed range is between 0 and 3 km / h and preferably between 0.5 and 2 km / h.

According to a preferred embodiment, the kinematic data allowing the processing unit to determine that the vehicle is making an approaching and loading maneuver and to define an appropriate surveillance zone during an approaching and loading maneuver include maintaining a predetermined constant speed for a given time. More particularly, this predefined constant speed may be between 0.5 and 2.5 km / h, preferably between 1 and 2 km / h, and more preferably be about 1.8 km / h. The tolerance of the processing unit is preferably plus or minus 0.5 km / h and more preferably plus or minus 0.1 km / h. Also, the determined time may be between 0.1 and 2 seconds, and is preferably less than 1 second.

According to a preferred embodiment, the surveillance zone comprises, during an approaching and loading maneuver, a predetermined inhibited zone, free of monitoring by the remote obstacle detection means, the inhibited zone being located between the vehicle and the load to be approached and loaded, and the means for detecting anobstacle by contact are arranged to detect an obstacle within the inhibited area.

So an obstacle that might come between the vehicle and the load to be approached and loaded during an approaching and loading maneuver is detected.

According to a preferred embodiment, the surveillance zone comprises at least two surveillance sub-zones which extend along the inhibited area. These surveillance sub- zones give warning of, and prevent, pedestrians or equipment from arriving in the inhibited area during an approaching and loading maneuver. The inhibited area is specifically rectangular and bordered on each side by one of the two surveillance sub-zones, the vehicle or the load to be approached and loaded.

According to a preferred embodiment, the vehicle comprises a U-shaped frame comprising two substantially parallel side portions between which extend the approaching and loading means and connected by a central portion, and the means for detecting an obstacle by contact include a first detecting component arranged inside the U of the central portion.

This makes it possible to detect an obstacle that might be stuck inside the U during the approaching and loading maneuver to prevent it from being crushed between the vehicle, especially its central portion, and the load being approached and loaded.

According to a preferred embodiment, the means for detecting an obstacle by contact comprise a second contact detection component and a third detection component arranged at the end of the side portions.

Advantageously, the surveillance zone comprises, during an approaching and loading maneuver, two separate surveillance sub-zones each extending from the end of the side portions in a direction substantially parallel to the travel direction of the vehicle.

This prevents it from hitting an object in the vicinity of the load to be approached and loaded during an approaching and loading maneuver.

Advantageously, the separate surveillance sub-zones extend from the vehicle to the sides of the load to be approached and loaded before the load to be approached and loaded moves inside the U-shaped frame. The positioning of these surveillance sub-zones gives warning of, and prevents, pedestrians or equipment from arriving between the vehicle and the load to be approached and loaded.

According to an advantageous embodiment, the vehicle includes means for pattern recognition, designed to recognize the shape of the load to be approached and loaded during an approaching and loading maneuver.

In this way, if the shape of the load to be approached and loaded is not recognized during the approaching and loading maneuver, i.e. if the shape displayed during an approaching and loading maneuver is modified from the known shape of the load to be moved (this shape is always the same), it means that a person or an object is located near the load to be approached and loaded. A safety action, particularly braking and stopping the vehicle, is then engaged. Safety is thereby improved.

According to an advantageous embodiment, the means for collecting kinematic data include a load sensor for determining whether the vehicle is laden or unladen. If the vehicle is already laden, the vehicle cannot be performing an approaching and loading maneuver.

According to a preferred embodiment, the means for remote obstacle detection and the means for detecting an obstacle by contact are arranged at 350 mm from the ground maximum, in particular at 300 mm from the ground maximum, and preferably at 200 mm from the ground maximum.

In this way, the vehicle can detect a low obstacle resting on the ground.

According to a preferred embodiment, the vehicle comprises automatic guiding means for moving independently in an electrolysis plant, and the means for remote obstacle detection and the means for detecting an obstacle by contact are independent of the automatic guiding means.

In the event of failure of the automatic guiding means, obstacles are in this way still detected for maximum safety.

According to a preferred embodiment, the load to be moved is an anode assembly or a casting receptacle for an electrolysis plant.

According to another aspect, the present invention also relates to an electrolysis plant, especially an aluminum smelter comprising at least one handling vehicle having the aforementioned characteristics.

This aluminum smelter provides increased safety. The risk of accidents detrimental to people or property can be significantly reduced as compared with a traditional aluminum smelter, so that the productivity and output of the aluminum smelter according to the invention are improved.

Other characteristics and advantages of this invention will be clearly apparent from the following description of the present invention provided by way of a non-limiting example with reference to the appended drawings, in which: figure 1 is a perspective view of a vehicle according to one embodiment of the invention, figure 2 is a schematic top view of a vehicle according to one embodiment of the invention, figure 3 is a schematic top view of a vehicle according to one embodiment of the invention, traveling in a straight line, figure 4 is a schematic top view of a vehicle according to one embodiment of the invention, traveling in a bend, figure 5 is a schematic top view of a vehicle according to one embodiment of the invention, traveling in reverse, figures 6 and 7 are schematic top views of a vehicle according to one embodiment of the invention during an approaching and loading maneuver, figure 8 is a schematic top view of a vehicle according to one embodiment of the invention, making a U-turn.

Figure 1 shows a handling vehicle 1 according one embodiment of the invention.

Vehicle 1 is designed to move a load in an electrolysis plant such as an aluminum smelter. For example, the load to be moved may be an anode assembly 2 or casting receptacle (not shown) to contain liquid metal such as aluminum.

Handling vehicle 1 therefore comprises approaching and loading means for approaching and loading the load to be moved. The approaching and loading means may be designed to support, harness, fix, or secure the load to be moved.

The approaching and loading means comprise e.g. L-shaped corner pieces 4 having a support surface 6 for supporting a platform upon which an anode assembly rests, for example.

Handling vehicle 1 also comprises means for remote obstacle detection, which will be described in more detail below.

The means for remote obstacle detection are designed to scan a detection zone 8 adjacent to vehicle 1.

Detection zone 8 is the maximum area that can be covered by the means for remote obstacle detection. However, detection of an obstacle is effective within an area called the surveillance zone 10, which is not fixed, and which corresponds to a portion of the detection zone 8, as can be seen in figures 3 to 8.

Handling vehicle 1 also comprises means for kinematic data collection.

These collecting means are designed to collect one or more of the kinematic data concerning the vehicle.

The kinematic data can be selected from the vehicle speed 1, its direction, whether in forward or reverse, the braking characteristics of the vehicle 1 and / or the weight of the vehicle 1 including its load.

The collection means comprise for example one or more encoders 12. The encoder(s) 12 can be fitted on one or more wheels 14 of handling vehicle 1.

Handling vehicle 1 also comprises a unit 16 for processing, as represented schematically in figure 2.

The processing unit 16 is designed to define, within the detection zone 8, the surveillance zone 10 to be monitored by the remote obstacle detection means.

Specifically, the shape and size of the surveillance zone 10 are calculated by the processing unit 16 as a function of the kinematic data from the collection means.

The shape and size of the surveillance zone 10 can be calculated by the processing unit 16 based on additional optional information, such as information about the outside weather conditions (e.g. rain). Vehicle 1 may in particular include one or more sensors to provide processing unit 16 with one or more data such as weather data (e.g. wet road).

The vehicle comprises braking means designed to brake and preferably stop the vehicle if the obstacle is detected in the surveillance zone 10 by means of the remote obstacle detection means.

These braking means may include, for example one or more brake discs associated with one or more wheels 14 of the vehicle 1.

These braking means may be separate from the main braking system conventionally used by the vehicle 1.

Therefore, for example, the surveillance zone 10 extends to the front of the handling vehicle 1 when the latter moves forwards, as seen in figures 3 and 4. It substantially corresponds to a projection of the front of the vehicle in the direction of travel of the vehicle 1, up to a distance which allows it, in view of its speed, its braking characteristics and its mass (including the load where applicable), to detect obstacles in time to stop before colliding with this obstacle.

As can be seen in figure 2, the remote obstacle detection means comprise a plurality of detection units 22, each designed to scan a local detection zone 24 corresponding to a fixed part of detection zone 8. Local detection zones 24 are diagrammatically represented in solid lines and dotted lines in figure 2.

Each detection unit 22 can, for example, correspond to an optoelectronic scanning component such as a laser or a camera, adapted to scan the local detection zone 24.

As shown schematically in figure 2, the detection units 22 are arranged relative to each other so that their local detection zones 24 together form the detection zone 8 extending 360 ° around the vehicle.

For example, vehicle 1 is substantially rectangular and comprises four detection units 22 arranged at the four corners of the vehicle 1.

As can be seen in figure 2, each local detection zone 24 preferably comprises at least one portion 26 overlapping with an adjacent local detection zone 24.

Specifically, the peripheral detection zone 8 may comprise at least four overlapping portions 26, including a front overlapping portion 26a located in front of vehicle 1, a rear overlapping portion 26b located behind vehicle 1, and two lateral overlapping portions 26c located on each side of vehicle 1.

As can be seen in figure 3, vehicle 1 moves in a straight line. Its speed is substantially higher than when vehicle 1 is moving in a bend (figure 4) or is in reverse (figure 5) or is performing an approaching and loading maneuver (figures 6 and 7) or a U-turn (Figure 8).

The speed of vehicle 1 is for example of the order of 25 km / h in a straight line, of the order of 7 km / h in a bend, of the order of 5 km / h when reversing and within buildings, of the order of 1km / h when making a U-turn.

It is therefore possible to reduce the size of surveillance zone 10 when the vehicle is driving in bends, or is in reverse, or is performing an approaching and loading maneuver, or a U-turn, so that for example vehicle 1 does not detect an object such as a barrier 100 or an edge defining a bend (figure 4), which helps prevent unnecessary stops, while ensuring a high level of safety.

Purely by way of illustrative examples, the surveillance zone 10 in a straight line extends lengthwise in front of vehicle 1, over a distance d1 of about 7 m at least for a vehicle speed of the order of 25 km / h, this distance being minimal in dry weather and increased in wet weather. In a bend, the surveillance zone 10 may extend over a distance d2 of the order of at least 1 m for a vehicle speed of about 7 km / h. For conventional reversing, i.e. other than for approaching and loading maneuvers, surveillance zone 10 may extend over a distance d3 of the order of 60 cm for a vehicle speed of about 5 km / h.

The width of the surveillance zone 10 substantially corresponds, in forward and reverse other than for approaching and loading maneuvers, to the width of vehicle 1.

For forward and reverse, the surveillance zone 10 may have a substantially rectangular shape, slightly trapezoidal to allow passing with a safety distance as seen in figures 3 and For a U-turn, as shown in figure 8, the surveillance zone 10 may have a substantially triangular shape, along that part of vehicle 1 which is furthest from the axis of rotation of the U-turn. One side of the triangle, extending substantially perpendicularly to one side of vehicle 1, can extend over a distance d5 of about 20 cm. Another side of the triangle extends substantially over the entire length of one side of vehicle 1 from the side from which the U-turn is made.

During an approaching and loading maneuver, in which speed is low, the surveillance zone 10 may extend over a distance d4 of about 10 cm.

Detecting that the vehicle is making an approaching and loading maneuver and calculating the appropriate corresponding surveillance zone 10 are carried out according to another example by detecting by means of collection and processing unit 16 that the vehicle speed is within a certain predetermined speed range. This predetermined speed range may be between 0 and 3 km / h in the direction of the approaching and loading maneuver, here in reverse, and preferably between 0.5 and 2 km / h.

Also, the vehicle may include a load sensor to send the information that the vehicle is laden or unladen to processing unit 16. If the vehicle is laden, processing unit 16 knows that the vehicle is making a simple movement, here reversing, and not an approaching and loading maneuver even if the vehicle speed is in the predetermined speed range.

Detecting that the vehicle is making an approaching and loading maneuver and calculating the appropriate corresponding surveillance zone 10 are carried out according to another example by detecting by means of collection and processing unit 16 that the vehicle speed corresponds for a determined time to a constant speed predetermined as being the approaching and loading speed.

In this case, the kinematic data allowing processing unit 16 to determine that the vehicle is making an approaching and loading maneuver and to define an appropriate surveillance zone 10 during an approaching and loading maneuver include maintaining a predefined constant speed for a given time. The predefined constant speed is between 0.5 and 2.5 km / h, preferably between 1 and 2 km / h, and more preferably about 1.8 km / h, with a tolerance of plus or minus 0.5 km / h and preferably plus or minus 0.1 km / h. The determined time is between 0.1 and 2 seconds, and is preferably less than 1 second.

As illustrated schematically in Figure 7, the surveillance zone 10 includes, during an approaching and loading maneuver, a predetermined inhibited area 28, free of monitoring by the remote obstacle detection means, and located between vehicle 1 and the load to be approached and loaded, in this case an anode assembly 2. In this way, vehicle 1 can approach and load the load without unnecessary stopping due to detection of the load as an obstacle by the remote obstacle detection means.

It is important to note that the vehicle further includes means for detecting an obstacle by contact, for example a buffer 18 shown schematically in figures 2 and 6, in particular a plate-shaped one connected to vehicle 1 by one or more return components 20.

The means for detecting an obstacle by contact are arranged on a portion of the vehicle designed to face the load to be approached and loaded during an approaching and loading maneuver. According to the example in figures 1 to 8, the means for detecting an obstacle by contact are therefore visible from behind the vehicle.

As soon as an obstacle is struck by the means for detecting an obstacle by contact, the braking means are activated to brake and stop the vehicle.

The means for detecting an obstacle by contact are arranged so as to detect an obstacle that might be located in the inhibited area 28.

According to the example in figures 1-8, vehicle 1 comprises a U-shaped frame comprising two substantially parallel side portions 30 between which extend the approaching and loading means and which are joined by a central portion 32.

The means for detecting an obstacle by contact comprise a first detection component, such as a buffer 18, arranged inside the U and connected to the central portion 32, as seen in figure 2.

The use of an internal buffer 18 is of further interest from the safety standpoint, for starting vehicle 1 in reverse when it had been stationary: a person could have entered the loading area while the vehicle was stopped, i.e. inside the U formed by the central portion 32 and the side portions 30.

The means for detecting an obstacle by contact may also include a second detection component and a third detection component, such as buffers 18, arranged at the end of the side portions 30.

There is preferably no contact between the load and the first detection component during the approaching and loading maneuver. Vehicle 1 may for this purpose include means such as a stop (not shown), to prevent contact between the load and the first detection component.

As shown in figure 6, during the approaching and loading maneuver, the surveillance zone may be divided into two separate surveillance sub-zones 10a and 10b, each extending from the ends of the side portions 30, in the direction of travel of vehicle 1. As shown in figure 6, the two surveillance sub-zones 10a and 10b are spaced from one another; they do not overlap.

Contactless detection units 22 have their surveillance zone 10 modified to continue monitoring the sides of the load to be approached and loaded, in this case an anode assembly according to the example in figure 6.

Furthermore, the separate surveillance sub-zones 10a and 10b may extend, as shown in Figure 7, from the vehicle to the sides of the load to be approached and loaded before the load to be approached and loaded moves inside the U-shaped frame so as to prevent pedestrians or equipment arriving within the area 28, which is inhibited during the approaching and loading maneuver. Distances d4 over which extend surveillance sub- zones 10a and 10b may, for example, change during the approaching and loading maneuver, decreasing as the approaching and loading maneuver progresses. Such a change can be determined, for example, as a function of the progress of the approaching and loading maneuver in time or by detecting that the load to be approached and loaded has penetrated inside the U-shaped frame.

As can be seen from figure 2, the detection unit 22 may be arranged on the two corners, front left and front right, of the central portion 32 and on the two ends of the side portions Vehicle 1 may advantageously include means for pattern recognition, designed to recognize the shape of the load to be approached and loaded during an approaching and loading maneuver.

The pattern recognition means may comprise one or more lasers configured to scan a loading area of the vehicle, i.e. an area through which the vehicle passes during an approaching and loading maneuver. According to the example in figures 1-8, the loading area is a rear area of the vehicle, because the approaching and loading maneuver takes place in reverse.

The pattern recognition means can be the same as the remote obstacle detection means.

In other words, the laser(s) forming the means of pattern recognition may advantageously be the same as the laser(s) forming remote detection units 22. The pattern recognition means may alternatively be completely independent or, if appropriate, be part of the automatic guiding means described in more detail below.

The means for remote obstacle detection and the means for detecting an obstacle by contact are, for example, arranged at 350 mm from the ground maximum, in particular at 300 mm from the ground maximum, and preferably at 200 mm from the ground maximum.

The means for remote obstacle detection and the means for detecting an obstacle by contact can be arranged below a height corresponding to the height of an upper surface of the wheels 14 of vehicle 1.

Vehicle 1 preferably comprises means for automatic guiding to move independently within an electrolysis plant.

These automatic guiding means may include, for example, a SLAM system (Simultaneous Localisation And Mapping) system In this way, the guiding means use, for example, laser rangefinders, cameras, ultrasonic sensors and / or capacitive sensors, and a storage unit capable of storing a digital map of the electrolysis plant and / or mapping of routes in the form of a database.

The means for remote obstacle detection and means for detecting an obstacle by contact are advantageously independent of the automatic guiding means. Independent is taken to mean that the obstacle detecting means (remote and contact) can operate in the absence of automatic guiding means, and do not receive any information from the automatic guiding means to define surveillance zones and safety actions to be implemented. The automatic guiding means ensure safe operation of the vehicle but this safe operation depends on complex processes governing the movements of the vehicle. The means of obstacle detection are specifically dedicated to safety and are in addition to the means of automatic guidance to ensure safe operation of the vehicle. In addition, the independence between the means of obstacle detection and the automatic guiding means ensures perfectly safe operation of the vehicle, particularly as a result of the fact that the means of obstacle detection do not depend on the operation of the automatic guiding means.

According to another aspect, the present invention also relates to an electrolysis plant, especially an aluminum smelter, comprising at least one handling vehicle 1 as described above.

Of course, the invention is not in any way limited to the embodiment described above, this embodiment only being provided by way of example. Modifications are possible, in particular from the point of view of the constitution of the various components, or through replacement by technical equivalents, without thereby going beyond the scope of protection of the invention.

Claims (31)

1. Handling vehicle comprising approaching and loading means for approaching and loading a load to be moved, wherein the vehicle comprises: means for remote obstacle detection, capable of scanning a detection zone 5 adjacent to the vehicle, means for kinematic data collection, for collecting one or more data concerning the vehicle kinematics, a processing unit, designed to define, within the detection zone, a surveillance zone to be monitored by the means for remote obstacle detection, the shape of the 10 surveillance zone being calculated by the processing unit depending on the kinematic data provided by the collection means, the vehicle further comprising means for detecting an obstacle by contact, arranged on a portion of the vehicle designed to face the load to be approached and loaded during an approaching and loading maneuver and 15 braking means, for braking and/or stopping the vehicle when an obstacle is detected in the surveillance zone or is struck by the means for detecting an obstacle by contact.

2. Vehicle according to claim 1, characterized in that the means of remote obstacle detection comprise a plurality of detection units, each designed to scan a local detection 20 zone, and the detection units are arranged relative to each other so that the local detection zones together form a peripheral detection zone extending 360° around the vehicle.

3. Vehicle according to claim 2, characterized in that each local detection zone has at least one portion overlapping with an adjacent local detection zone. 25

4. Vehicle according to claim 3, characterized in that the peripheral detection zone comprises at least four overlapping portions, including a front overlapping portion located in front of the vehicle, a rear overlapping portion located behind the vehicle, and two lateral overlapping portions located on each side of the vehicle.

5. Vehicle according to any one of claims 1 to 4, characterized in that the processing 30 unit determines, from the kinematic data, that vehicle is performing an approaching and loading maneuver and defines an appropriate surveillance zone during an approaching and loading maneuver.

6. Vehicle according to claim 5, characterized in that the kinematic data allowing the processing unit to determine that the vehicle is making an approaching and loading maneuver and to define an appropriate surveillance zone during an approaching and loading maneuver are a predetermined speed range in the direction of the approaching 5 and loading maneuver.

7. Vehicle according to claim 5, characterized in that the predetermined speed range is between 0 and 3 km / h.

8. Vehicle according to claim 7, characterized in that the predetermined speed range is between 0.5 and 2 km / h. 10

9. Vehicle according to any one of claims 1 to 7, characterized in that the kinematic data allowing the processing unit to determine that the vehicle is making an approaching and loading maneuver and to define an appropriate surveillance zone during an approaching and loading maneuver include maintaining a predefined constant speed for a given time. 15

10. Vehicle according to claim 8, characterized in that this predefined constant speed is between 0.5 and 2.5 km / h.

11. Vehicle according to claim 10, characterized in that this predefined constant speed is between 1 and 2 km / h.

12. Vehicle according to claim 11, characterized in that this predefined constant speed 20 is about 1.8 km / h.

13. Vehicle according to any one of claims 9 to 12, characterized in that the determined time is between 0.1 and 2 seconds.

14. Vehicle according to claim 13, characterized in that the determined time is less than 1 second. 25

15. Vehicle according to any one of claims 1 to 14, characterized in that the surveillance zone comprises, during an approaching and loading maneuver, a predetermined inhibited zone, free of monitoring by the remote obstacle detection means, the inhibited zone being located between the vehicle and the load to be approached and loaded, and the means for detecting an obstacle by contact are arranged to detect an 30 obstacle within the inhibited zone.

16. Vehicle according to claim 15, characterized in that the surveillance zone comprises at least two surveillance sub-zones which extend along the inhibited zone.

17. Vehicle according to any one of claims 1 to 16, characterized in that the vehicle comprises a U-shaped frame comprising two substantially parallel side portions between 5 which extend the approaching and loading means and connected by a central portion, and the means for detecting an obstacle by contact include a first detecting component arranged inside the U of the central portion.

18. Vehicle according to claim 17, characterized in that the means for detecting an obstacle by contact comprise a second contact detection component and a third detection 10 component arranged at the end of the side portions.

19. Vehicle according to claim 17 or 18, characterized in that the surveillance zone comprises, during an approaching and loading maneuver, two separate surveillance sub- zones each extending from the end of the side portions in a direction substantially parallel to the travel direction of the vehicle. 15

20. Vehicle according to claim 19, characterized in that the separate surveillance sub- zones extend from the vehicle to the sides of the load to be approached and loaded before the load to be approached and loaded penetrates inside the U-shaped frame.

21. Vehicle according to any one of claims 1 to 20, characterized in that the vehicle includes means for pattern recognition, designed to recognize the shape of the load to be 20 approached and loaded during an approaching and loading maneuver.

22. Vehicle according to any one of claims 1 to 21, characterized in that the means for collecting kinematic data include a load sensor for determining whether the vehicle is laden or unladen.

23. Vehicle according to any one of claims 1 to 22, characterized in that the means for 25 remote obstacle detection and the means for detecting an obstacle by contact are arranged at 350 mm from the ground maximum.

24. Vehicle according to claim 23, characterized in that the means for remote obstacle detection and the means for detecting an obstacle by contact are arranged at 300 mm from the ground maximum.

25. Vehicle according to claim 24, characterized in that the means for remote obstacle detection and the means for detecting an obstacle by contact are arranged at 200 mm from the ground maximum.

26. Vehicle according to any one of claims 1 to 20, characterized in that the vehicle 5 comprises automatic guiding means for moving independently in an electrolysis plant, and the means of remote obstacle detection and the means for detecting an obstacle by contact are independent of the automatic guiding means.

27. Vehicle according to any one of claims 1 to 26, characterized in that the load to be moved is an anode assembly or a casting receptacle for an electrolysis plant. 10

28. Electrolysis plant, comprising a handling vehicle according to any one of claims 1 to 27.

29. Electrolysis plant according to claim 28, wherein the electrolysis plant is an aluminum smelter.

30. Vehicle according to claim 1, substantially as herein described with reference to 15 any embodiment disclosed.

31. Electrolysis plant according to claim 28, substantially as herein described with reference to any embodiment disclosed.