AU7141700A - Electromechanical warning device - Google Patents

Description

AUSTRALIA

PATENTS ACT 1990 COMPLETE SPECIFICATION FOR A STANDARD PATENT (Original) APPLICATION NO:

LODGED:

COMPLETE SPECIFICATION LODGED:

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PUBLISHED:

RELATED ART: .0 9* NAME OF APPLICANT: ACTUAL INVENTOR(S): ADDRESS FOR SERVICE: DOUGLAS ROY McDONALD, DOUGLAS ARNOLD FARROW KENNETH JOHN EATON

APPLICANTS

LORD COMPANY Patent Trade Mark Attorneys 4 Douro Place West Perth, Western Australia, 6005

AUSTRALIA.

"ELECTROMECHANICAL WARNING DEVICE" INVENTION TITLE: DETAILS OF ASSOCIATED PROVISIONAL APPLICATION NO'S: Australia Provisional Patent Application Number PQ3864 filed on November 5, 1999 The following Statement is a full description of this invention including the best method of performing it known to me/us: 2

TITLE

"ELECTROMECHANICAL WARNING DEVICE" The present invention relates to an electromechanical warning device, particularly for use on a vehicle having a portion of the vehicle arranged to be pivoted in a vertical plane, such as a vehicle with a tipping trailer and/or whose operation on uneven ground is hazardous. The electromechanical warning device is arranged to provide a warning signal when the vehicle is inclined in excess of a predetermined value.

Operation of tipping trailer vehicles on substantially uneven ground is hazardous and may lead to serious property damage and personal injury. It may be difficult for an ooooo 10 operator to visually estimate the evenness of the ground onto which the operator 0000 locates a vehicle before commencing a tipping operation. A miscalculation of even 1- 2 degrees in the estimation of the evenness in the ground may cause the trailer to list or roll to one side whilst in operation, resulting in serious structural damage to the vehicle and spillage of the trailer's cargo.

oo.ooi An object of the present invention is to provide an electromechanical device for use with a vehicle by which the inclination of the vehicle, and the degree to which the *0 vehicle lists or rolls to one side may be detected.

o oo In accordance with one aspect of the present invention there is provided an electromechanical warning device arranged to be mounted on a vehicle, the device comprising a sensor means for detecting inclination of the vehicle and generating a signal indicating that the inclination of the vehicle is in excess of a predetermined angle, and a trigger means for receiving the signal from the sensor means and activating an alarm in response to the signal so as to provide a warning to an operator.

The present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:- Figure 1 is a diagrammatic plan view of the electromechanical device in accordance with the present invention; and Figure 2 is a schematic circuit diagram of the electromechanical device shown in Figure 1.

In Figure 1 of the accompanying drawings, there is shown an electromechanical warning device 10. The electromechanical warning device 10 is arranged to be mounted in a vehicle for which it is advantageous that the vehicle be located on even 10 or level ground. The device 10 is mounted adjacent a pivot point of a portion of a 0% 0 i vehicle, the portion of the vehicle being arranged, in use, to be pivoted in the vertical V o plane.

The electromechanical warning device 10 comprises a housing 12 which accommodates a second pendulum 20, a first pendulum 30, a first ratio changer 22, a second ratio changer 32, an idler gear 42 disposed intermediate the first and second ratio changers 22, 32, a lower switch means 24, an upper switch means 34, and a communication means The first ratio changer 22 is rotatably mounted on a first wall 14 of the housing 12 to allow free rotational movement of the first ratio changer 22 about its central longitudinal axis. The second pendulum 20 is fixedly attached to a lower outer periphery 21 of the first ratio changer 22 in substantially parallel alignment with side walls 18 of the housing 12. The second pendulum 20 may swing freely about a pivot point coincident with the central longitudinal axis of the first ratio changer 22. The second pendulum 20 may be caused to be deflected from its substantially parallel 4 longitudinal alignment with the side walls 18 of the housing 12 in response to the forces of gravity when the housing 12 is caused to be misaligned from the horizontal.

The second pendulum 20 traverses an arc having an angular range with an upper limit corresponding to the angle at which the housing 12 is misaligned from the horizontal.

Deflection' of the second pendulum 20 causes the first ratio changer 22 to rotate about its central axis in an angular range which substantially corresponds to the angular range of the arc traversed by the second pendulum 20. Preferably, the second pendulum 20 is provided with a heavy weight. It is envisaged that the arc traversed by the second pendulum 20 may be between about 0 to 450 range, preferably between 10 about 0 to 150 range.

The idler gear 42 is disposed at an upper outermost periphery 23 of the first ratio changer 22, in meshed communication with the first ratio changer 22 such that rotation of the first ratio changer 22 causes the idler gear 42 to rotate in an opposing direction. Preferably, a suitable gear ratio exists between the first ratio changer 22 and oooo• S15 the idler gear 42. It has been found that a gear ratio of about 3 1 is suitable, however, oo••• it is envisaged that a higher, for example 10:1, or a lower gear ratio, for example 2:1, **0 oi• may also be used.

The second ratio changer 32 is disposed at an upper outermost periphery 43 of the idler gear 42, in meshed communication with the idler gear 42 such that rotation of the idler gear 42 causes the second ratio changer 32 to rotate in an opposing direction.

In this way, the first and second ratio changers 22, 32 are caused to rotate in the same direction. However, the angular range of rotation of the second ratio changer 32 is dependent upon the gear ratio between the first ratio changer 22 and the idler gear 42, and the gear ratio between the idler gear 42 and the second ratio changer 32.

The first pendulum 30 is fixedly attached to the second ratio changer 32. Rotation of the second ratio changer 32 about its central longitudinal axis causes the first pendulum 30 to be deflected from substantially parallel longitudinal alignment with the side walls 18 of the housing 12. The first pendulum 30 traverses an arc having an angular range with an upper limit corresponding to the angle to which the second ratio changer 32 is rotated about its central longitudinal axis.

In this way, for example, a misalignment of the housing 12 of about 20 from the horizontal effects about a 20 swing of the second pendulum 20 which is translated and amplified into about a 6' swing of the first pendulum 30 in the same direction by 000005 means of the meshed communication between the first and second ratio changers 22, 32 and the idler gear 42. Thus, the first and second ratio changers 22, 32, the idler gear 42, and the second pendulum 20 can be considered to be an amplification means.

.o A lowermost end of the first pendulum 30 is provided with the upper switch means 34 which is arrangedto be in communication with the lower switch means 24. The lower ooo.oi switch means 24 is disposed substantially parallel to and in longitudinal alignment with the upper switch means 34 when the first pendulum 30 is in substantially parallel longitudinal alignment with the side walls 18 of the housing 12.

The lower switch means 24 is provided with a communication means 40 for the supply of power to the electromechanical device 10 and for the relay of signals from the electromechanical device 10 to an alarm circuit 140 located elsewhere in the vehicle (not shown).

The upper switch means 34 comprises an actuator 131 formed from a plurality of magnets 35 fixedly attached to the first pendulum 30. The magnets 35 are aligned in an arc on the first pendulum 30 coincident with the arc traversed by the first 6 pendulum 30. In this way, a magnetic field exerted by the magnets 35 remains constant throughout the swing of the first pendulum 30. The lower switch means 24 comprises a first Hall effect sensor 120 and a second hall effect sensor 130 as shown in the circuit diagram of Figure 2. The first and second Hall effect sensors 120, 130 are responsive to the magnetic field exerted by the plurality of magnets 35 of the actuator 131. Each of the first and second 120, 130 are activated when the distance between the actuator 131 and the respective first and second Hall effect sensors 120, 130 is less than a predetermined distance, in response to the relative magnetic field of iV0004 the actuator 131. The first or second Hall effect sensor 120, 130 is deactivated when ooooo the first pendulum 30 is caused to be deflected from substantially parallel longitudinal 00 .:600: alignment with the side walls 18 of the housing 12 by an angular range of from about 1 to 450, such that the distance between the actuator 131 and the respective first or second Hall effect sensors 120, 130 is caused to be greater than the predetermined distance, and the relative magnetic field of the actuator 131 is too weak to effect a 9 15 response from the first or second Hall effect sensors 120, 130. The angle of deflection of the upper switch means 34 from vertical alignment with the lower switch means 24 at which either the first or second Hall effect sensors 120, 130 is caused to be deactivated may be adjustable.

The first and second Hall effect sensors 120, 130 are fixedly mounted to transversely disposed first and second slidable members 52, 54. The first and second slidable members 52, 54 are slidably mounted in a lower portion 19 of the respective side walls 18 of the housing 12. An outermost end 53 of each slidable member 52, 54 protrudes from the exterior of the housing 12.

7 The first and second slidable members 52, 54 comprise a cylindrical shaft having a bore disposed in a central longitudinal axis of the cylindrical shaft. The bore is provided with a slot extending along the length of the bore. The slot is arranged to receive a closely fitting slide block. The slide block is arranged to match a screw threaded bolt received in the bore of the cylindrical shaft. A nut on an end of the bolt retains the bolt in position. The nut may be turned clockwise or anticlockwise from the exterior of the housing 12 to move the slide block into and out of the housing 12.

Referring to Figure 2, there is shown a circuit diagram of an electromechanical device 10 for use in relation to a vehicle.

ooooo The device 10 is connected, in use, to a PTO through a power relay switch 110. When the PTO is engaged through a PTO switch 112, the power relay switch 110 is o activated to allow power to be supplied to the device 10 through power line 139.

.o Alternatively or additionally, the device 10 may be provided with power through a connection with a reverse gear indicator light power supply line 114 which is oooo• 15 activated by engaging the vehicle in reverse gear. In this way, the device 10 may be activated by operation of the PTO or engaging the vehicle in reverse gear. It will be understood that the device 10 may be connected, in use, to other electrical systems in the vehicle, for the supply of power to the device 10, if the vehicle does not include a

PTO.

The device 10 includes an alarm circuit 140 which is provided with a visual alarm means 142, for example, an alarm light, and an audible alarm means 144, for example, an alarm buzzer. It is envisaged that the alarm circuit 140 may also be provided with a shut off relay 146 to activate a switch to isolate the PTO.

Furthermore, it is also envisaged that the alarm circuit 140 may be provided with a 8 remote visual alarm 148, such as an alarm light, which is located on the portion of the vehicle arranged to tilt in the vertical plane.

The alarm circuit 140 has also been provided with a circuit test means 149 in communication with an independent power source to test connection between a power line 139 and an alarm power line 163. The circuit test means includes a normally open push button, a LED and resistor. The circuit is tested without operation of the PTO or engaging the vehicle in reverse gear. The push button closes the independent circuit. If the connection is complete, power will pass through to the reverse gear lights, ground line or a device ground line 162, or a safe operating indicator means ooooo 150. The LED is illuminated to indicate that the circuit is complete.

It will be understood that the visual and audible alarm means 142, 144 and the LED referred to above are located in an operator vicinity, such as a cabin in the vehicle.

The safe operating indicator means 150, for example, an indicator light located in the operator vicinity, is activated when the vehicle is located on substantially even 15 ground. A remote visual safe operating indicator 152 may also be located on the portion of the vehicle arranged to pivot in the vertical plane.

The device 10 further includes an integrated circuit unit 170 which is connected to the first and second Hall effect sensors 120, 130 by respective control lines 141, 151. The integrated circuit unit 170 drives a relay switch 160. The relay switch 160 includes a control input connected to the integrated circuit unit 170 and to the alarm circuit by an alarm power line 163, a ground line 162 connected to ground potential, and a first power output line 164 connected to the to the alarm circuit 140 and a second power output line 161 connected to the safe operating indicator means 150.

Operation of the electromechanical warning device, in use, is described as follows.

9 In a safe mode of operation, an operator of the vehicle locates the vehicle on substantially even ground. Engagement of the PTO through the PTO switch 112 activates the power relay switch 110 to supply power to the electromechanical warning device 10 through the power line 139. When the vehicle is located on even ground, the first and second pendulums 30, 20 will be in substantially parallel longitudinal alignment with the side walls 18 of the housing 12, respectively. The lower and upper switch means 24, 34 will be caused to be in substantially parallel and in longitudinal alignment with one another, thereby activating the first and second Hall effect sensors 120, 130.

o :0 10 Activation of the first and second Hall effect sensors 120, 130 causes the integrated eooo circuit unit 170 to instruct the relay switch 160 to connect the second power outlet .000 line 161 and thereby allow power to the safe operating indicator means 150 and the remote visual safe operating indicator 152. This reassures the operator that the vehicle is not placed on uneven ground or at a hazardous angle.

000.e: 15 In an unsafe mode of operation, the vehicle is located on uneven ground such that the vehicle has a sideways list or roll of up to 15'. In response to gravity, the second .00.

o pendulum 20 will be caused to deflect from substantially parallel longitudinal alignment with the side walls 18 of the housing 12 by an angle substantially equal to an angle corresponding to the sideways list or roll of the vehicle. The deflection of the second pendulum 20 effects rotation of the first and second ratio changers 22, 32 and the idler gear 42 about their respective axes of rotation causing an angular deflection in the first pendulum 30 which is amplified by the gear ratio of the first and second ratio changers 22, 32 and the idler gear 42.

The deflection of the first pendulum 30 from substantially parallel longitudinal alignment with the side walls 18 of the housing 12 will cause the upper switch means 34 to be deflected from longitudinal alignment with the lower switch means 24, thereby deactivating either the first or second Hall effect sensors 120, 130. If either the first or the second Hall effect sensors 120, 130 is deactivated, connection between the power supply and the respective control line 141, 151 of the integrated circuit 170 will be broken. As a result, the relay switch 160 will connect second power output line 164 and thereby allow power through the alarm power line 163 to activate the alarm circuit 140.

oo oi to In this way, the visual and audible alarm means 142, 144 will be activated. They will alert the operator that the vehicle has a sideways list or roll at a hazardous angle before the operator commences pivoting the relevant portion of the vehicle in the vertical plane. When the operator is made aware of the hazardous operating *o conditions the operator may relocate the vehicle on more even ground where the 15 vehicle is not listing or rolling at a hazardous angle.

It is envisaged that a time delay may be incorporated into the alarm circuit 140 to prevent an alarm condition from being raised until the electromechanical device has stabilised in an equilibrium or rest condition.

In this particular embodiment of the present invention, two Hall effect sensors have been used for ease of adjustment of a central position or vertical alignment of the first pendulum 30 and the angle of deflection of the first pendulum 30 at which the first and second Hall effect sensors 120, 130 are deactivated. Furthermore, for safety purposes the use of two Hall effect sensors allows for the activation of the alarm 11 circuit 140 when one of the Hall effect sensors is damaged, thereby providing a monitoring system for the effectiveness of the electromechanical warning device Modifications and variations as would be apparent to a skilled addressee are deemed to be within the scope of the present invention.

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Claims (15)

1. An electromechanical warning device arranged to be mounted on a vehicle, the device comprising a sensor means for detecting inclination of the vehicle and generating a signal indicating that the inclination of the vehicle is in excess of a predetermined angle, and a trigger means for receiving the signal from the sensor means and activating an alarm means in response to the signal so as to provide a warning to an operator.

2. The electromechanical warning device according to claim 1, wherein the sensor means comprises a pendulum assembly adapted to activate a switch means when the vehicle is positioned at the inclination less than the predetermined angle and ooo o adapted to deactivate a switch means when the vehicle is positioned at the inclination in excess of the predetermined angle, wherein deactivation of the switch means causes the trigger means to activate the alarm means when the vehicle is positioned at the 15 inclination in excess of the predetermined value.

3. The electromechanical warning device according to claim 2, wherein the pendulum assembly comprises a first pendulum pivotally mounted on a wall of a housing in substantially parallel longitudinal alignment with side walls of the housing, the housing being adapted to accommodate the sensor means and trigger means of the electromechanical warning device, and an actuator disposed in a lowermost end of the first pendulum, wherein the actuator is arranged to be in communication with the switch means. 13

4. The electromechanical warning device according to claim 3, wherein the actuator comprises a plurality of magnets for providing a magnetic field and the switch means is responsive to the magnetic field.

The electromechanical warning device according to claim 3 or claim 4, wherein the switch means comprises at least one Hall effect sensor, whereby the or each Hall effect sensor is activated when a distance between the actuator and the or each Hall effect sensor is less than a predetermined distance, and the or each Hall effect sensor is deactivated when the first pendulum is caused to be deflected from substantially parallel longitudinal alignment with side walls of the housing in o 1 0 response to the forces of gravity, such that the distance between the actuator and the 9%oo i or each Hall effect sensor is caused to be greater than the predetermined distance. o

6. The electromechanical warning device according to claim 5, wherein means °ooo are provided to adjust the predetermined distance. see* °oo•

7. The electromechanical warning device according to any one of claims 3 to 6, .eoo°i 15 wherein the pendulum assembly is provided with an amplification means to amplify deflection of the first pendulum from substantial parallel longitudinal alignment with S e• side walls of the housing in response to the forces of gravity.

8. The electromechanical warning device according to claim 7, wherein the amplification means comprises a first ratio changer mounted on the wall of the housing to allow rotational movement of the first ratio changer about its central longitudinal axis; a second pendulum fixedly attached to a lower outer periphery of the first ratio changer in substantially parallel alignment with side walls of the housing, a pivot point of the second pendulum being coincident with the central longitudinal axis of the first ratio changer, whereby deflection of the second 14 pendulum from substantially parallel longitudinal alignment with side walls of the housing in response to the forces of gravity causes the first ratio changer to rotate about its central longitudinal axis, the second pendulum traversing an arc having an angular range corresponding to the angular range of rotation of the first ratio changer; an idler gear disposed at an upper outer periphery of the first ratio changer in meshed communication with the first ratio changer such that rotation of the first ratio changer causes the idler gear to rotate in an opposing direction about a central longitudinal axis of the idler gear in an angular range corresponding to a gear ratio between the first ratio changers and the idler gear; and a second ratio changer disposed at an oooo° 10 upper outer periphery of the idler gear in meshed communication with the idler gear *i such that rotation of the idler gear causes the second ratio changer to rotate in an o opposing direction about a central longitudinal axis of the second ratio changer in an ooio angular range corresponding to a gear ratio between the second ratio changer and the idler gear wherein the central longitudinal axis of the second ratio changer is S: 15 coincident with a pivot point of the first pendulum such that the first pendulum C traverses an arc having an angular range corresponding to the angular range to which C.. the second ratio changer is caused to rotate about its central longitudinal axis.

9. The electromechanical warning device according to claim 8, wherein the gear ratio is selected from a range of 2:1 to 10:1.

10. The electromechanical warning device according to claim 9, wherein the gear ratio is about 3:1

11. The electromechanical warning device according to claim any one of claims 8 to 10, wherein the angular range of the arc traversed by the second pendulum is about 0 to 450

12. The electromechanical warning device according to claim 11, wherein the angular range of the arc traversed by the second pendulum is about 0 to

13. The electromechanical warning device according to any one of claims 8 to 12, wherein the second pendulum is provided with a heavy weight.

14. The electromechanical warning device substantially as hereinbefore described with reference to any one of the Figures 1 or 2. DATED THIS 6T H DAY OF NOVEMBER 2000. DOUGLAS ROY McDONALD, DOUGLAS ARNOLD FARROW KENNETH JOHN EATON

15 By their Patent Attorneys LORD COMPANY PERTH, WESTERN AUSTRALIA. *6 So S