EP3670428A1 - Procédé de détermination de chargement d'un chariot de manutention et chariot de manutention - Google Patents

Procédé de détermination de chargement d'un chariot de manutention et chariot de manutention Download PDF

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Publication number
EP3670428A1
EP3670428A1 EP19212029.3A EP19212029A EP3670428A1 EP 3670428 A1 EP3670428 A1 EP 3670428A1 EP 19212029 A EP19212029 A EP 19212029A EP 3670428 A1 EP3670428 A1 EP 3670428A1
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EP
European Patent Office
Prior art keywords
load
industrial truck
mast
computing model
truck
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
EP19212029.3A
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German (de)
English (en)
Inventor
Björn Bullermann
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.)
STILL GmbH
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STILL GmbH
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Filing date
Publication date
Application filed by STILL GmbH filed Critical STILL GmbH
Publication of EP3670428A1 publication Critical patent/EP3670428A1/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F17/00—Safety devices, e.g. for limiting or indicating lifting force
    • B66F17/003—Safety devices, e.g. for limiting or indicating lifting force for fork-lift trucks

Definitions

  • the invention relates to a method for determining the load in an industrial truck, in particular a counterbalance forklift or reach truck, with a load handling device comprising a lifting mast with at least one mast profile, and a corresponding industrial truck.
  • Industrial trucks include, for example, forklifts, especially counterbalanced forklifts, and reach trucks.
  • Industrial trucks of this type are equipped with a load handling device for stacking and storing goods to be transported.
  • the load handling device usually comprises a mast with at least one mast profile.
  • the mast can also be provided with a tilting device so that the mast profiles can be tilted against the vertical.
  • a load can be picked up on the forks using a pallet, for example.
  • Knowing the load weight is of great importance for the safety of industrial trucks, especially with regard to stability. Accordingly, a variety of devices and methods are known in order to determine this weight as accurately as possible and with little effort. An attempt is often made to use devices for load measurement that are already present in the industrial truck.
  • One possibility is to calculate the load weight from the pressure, which is usually recorded anyway, in the part of the hydraulic circuit of the working hydraulics which serves to raise the load.
  • Continuous load measuring systems are known, for example, in which the pressure in the lifting cylinder is measured and the load weight is calculated therefrom.
  • Load measuring systems which are based on the principle of pressure measurement in the hydraulic circuit of the working hydraulics, are, for example, from the EP 1 953 114 B1 known.
  • the known systems integrated in the working hydraulics have the disadvantage that internal interference from the hydraulics, e.g. Pressure pulsations and slipstick effects, which are only present in closed hydraulic systems, are also recorded. This can falsify the load determination.
  • load measurement is to determine the load weight indirectly by detecting the ground force of the industrial truck on the rear axle.
  • rear axle sensors can be provided that measure the elastic deformation in the rear axle.
  • a model calculation can be used to infer the stability of the industrial truck using the riot force determined using Hook's law, with a high riot force corresponding to a high level of stability.
  • the computing model is stored in a control device of the industrial truck.
  • a plurality of sensors are used to determine the physical variables of the Industrial truck detected and compared in the control device with the computing model.
  • the control device carries out corrective interventions that maintain or increase the stability.
  • the cited prior art documents do not offer a solution to also detect the lateral offset of the load center of gravity to the center of the vehicle and to take this into account when determining the tipping stability.
  • the present invention is based on the object of designing a method of the type mentioned at the outset and a corresponding industrial truck in such a way that the load mass and center of gravity can be determined with high accuracy at the same time.
  • this object is achieved in accordance with the invention in that an elastic deformation of the mast profile is detected by means of a sensor system and deformation data determined therefrom are processed with a physical computing model of the industrial truck that is stored in a control device of the industrial truck and is based on vehicle-specific information, and determines the load mass and center of gravity from this become.
  • the invention is based on the knowledge that an accurate load determination is made possible by recording the elastic deformation of the mast profile and processing the deformation data with a vehicle-specific computing model, i.e. in the case of a counterbalance forklift or a reach truck with a mathematical forklift model. In this way, interferences, such as occur during measurements in the hydraulic circuit, can be prevented.
  • the computing model is preferably based on vehicle-specific information on the load-dependent deformation behavior of the mast profile.
  • a further advantageous embodiment provides that the computing model is based on vehicle-specific information on the static and / or quasi-static and / or dynamic tipping behavior of the industrial truck.
  • the computing model is based on vehicle-specific information on the static and / or quasi-static and / or dynamic tipping behavior of the industrial truck.
  • the elastic deformation of the mast profile is expediently recorded by measuring expansions and torsions in three-dimensional space. From this, tensile, compressive and torsional forces, for example, are determined as deformation data by means of Hook's law and compared with corresponding data that are stored in the computing model. The load mass and the load center of gravity can be deduced from the comparison with the calculation model.
  • the elastic deformation of the mast profile is measured by measuring strains and torsions using at least one strain gauge.
  • strain gauges are in itself a proven method for tension and strain measurement. Strain gauges are used in a wide variety of applications to indirectly determine forces via the strain measurement.
  • a strain gauge module with a strain gauge is for example from the DE 10 2014 117 334 A1 known.
  • the measurement is preferably carried out continuously, so that the current load mass and the current load center of gravity can be determined at any time.
  • the load center of gravity is advantageously determined as a point in a three-dimensional coordinate system with the coordinates x, y and z, the x coordinate being the vertical load center of gravity above the floor, the y coordinate the horizontal, lateral offset of the load center of gravity to the center of the vehicle, i.e. to the longitudinal axis of the vehicle, and the z coordinate represents the horizontal distance of the center of gravity from the mast.
  • the digital force signals can be broken down into their frequency components and these can then be analyzed. In this way, the natural frequency of the mast can be determined.
  • FFT Fast Fourier Transformation
  • the load mass can be deduced from the static deflections in the elastic deformation of the mast profile using the lever law.
  • lifting forces acting in particular on the load handling device can be measured and the lifting force measured values can also be taken into account when processing the deformation data with the computing model.
  • tilt forces acting on the load handling device are advantageously measured and the tilt force measured values are additionally taken into account when processing the deformation data with the computing model.
  • the lifting height of the load handling device is additionally or alternatively measured and the lifting height measured values are additionally taken into account when processing the deformation data using the computing model.
  • the load mass and the load center of gravity are displayed in a display device for a driver.
  • the display device thus forms the interface to the driver in order to inform the driver of the load mass and the position of the center of gravity in the x, y and z directions of the picked up load.
  • a visual warning can also be shown in the display device in order to inform the driver of the distance to critical system boundaries.
  • the driver can then take suitable countermeasures. For example, he can reduce the driving speed of the industrial truck and / or reduce the lifting height of the load in order to ensure the full operational safety of the industrial truck.
  • the computing model is used to determine a driving and loading condition of the industrial truck which is based on physical variables which are static and / or quasi-static and / or dynamic Tipping behavior of the industrial truck are relevant.
  • the driving and loading status of the industrial truck is displayed in a display device for a driver.
  • the driver can then manually take appropriate measures to prevent the truck from tipping over.
  • automation is provided, in which the control device independently carries out corrective interventions in a travel drive and / or steering drive of the industrial truck and / or a work drive of the load handling device depending on the determined driving and loading condition of the industrial truck.
  • the driver can also be supported by means of automated, switching-off interventions so that they are not overridden when the system limits are small. These interventions can be carried out in a reducing manner both in the working hydraulic control and in the travel drive control and in the steering control. goal of Interventions are overall a reduction of kinetic energy as well as a large kinetic energy change.
  • the invention further relates to an industrial truck, in particular a counterbalance forklift, with a load handling device comprising a lifting mast with at least one mast profile.
  • the object is achieved in that at least one sensor device is arranged on the mast profile, which is designed to detect elastic deformation of the mast profile and determine deformation data, and the sensor device is operatively connected to a control device of the industrial truck, in which one vehicle-specific information-based physical computing model of the industrial truck is stored, and the control device is set up to process the deformation data determined by the sensor device in the computing model and to determine the load mass and center of gravity therefrom.
  • the sensor device expediently comprises at least one strain gauge, which is designed for measuring strains and torsions in three-dimensional space.
  • the sensor device is preferably integrated into the mast profile in such a way that differences in mast profiles and tonnages are taken into account in the mechanical integration. By integrating it into the mast profile, the sensor device is also protected against mechanical damage.
  • the load handling device of the industrial truck is designed such that the lifting mast comprises two parallel mast profiles
  • a sensor device is preferably arranged on each of the two mast profiles.
  • the invention offers a number of advantages: It is particularly advantageous over the prior art that, according to the invention, the center of gravity of the load can be detected three-dimensionally in relation to the vehicle.
  • the lateral offset to the center of the vehicle is not taken into account in the systems available to date.
  • the scalability of the sensor technology is also an advantage.
  • the same sensor device can always be used in different vehicles, tonnages and mast systems. This enables the use of standardized sensor devices and a cost-efficient application in steel construction.
  • Another advantage is that the system according to the invention measures outside the hydraulic system. Internal interference pulses, waves or impermissible working points, such as in the end stop of the working hydraulics, are not recorded. For this reason, the new solution does not require a complex correction calculation.
  • the invention makes it possible to combine the advantages of different sensor technologies with one another. In this way, more precise measured values are created, which are also more robust in the different operating points of the industrial truck. In addition, errors of common cause can be elegantly excluded in this way.
  • the driver can be informed and supported during load handling using the interface to the industrial truck.
  • the driver is specifically informed and supported in the case of loads that cannot be seen, such as on the shelf, with complex geometric structures or closed transport boxes.
  • the truck according to the Figure 1 is designed, for example, as a front seat counterbalance forklift.
  • a load handling device 1 arranged on the front of the vehicle is formed by an extendable lifting mast 1a with two parallel mast profiles 1d and a load carriage 1b which is vertically movable on the mast profiles 1d with fork tines 1c arranged thereon. With the help of the fork tines 1c, loads of all kinds can be lifted and transported.
  • the lifting mast 1a can be tilted about a horizontal axis arranged transversely in the lower region.
  • a rigid, i.e. not inclinable, lifting mast 1a and, instead, not only make the load carriage 1b vertically movable but also inclinable, as is often the case, for example, with so-called warehouse technology devices (e.g. reach trucks).
  • warehouse technology devices e.g. reach trucks
  • other load suspension devices can also be attached to the load carriage 1b.
  • additional movements of the load handling device 1 are also possible, provided that the facilities required for this, e.g. B. a sideshift are available.
  • the lifting mast 1a can be tilted by means of hydraulic tilting cylinders 1e.
  • the lifting mast 1a is extended and the load carriage 1b is raised by means of hydraulic lifting cylinders, optionally also with one or more load chains.
  • To lower the load carriage 1b or retract the lifting mast 1a the dead weight of the Load carriage 1b and the components of the lifting mast 1a extended upwards and, if necessary, the weight of the load.
  • the hydraulic consumers mentioned are fed by a hydraulic pump. Together with the required hydraulic valves and a motor driving the pump, this system thus comprises several working drives for the lifting, lowering and tilting movement of the load handling device 1.
  • the industrial truck according to the exemplary embodiment also has a travel drive, in which a front axle 2 is designed as a drive axle, and a steering drive, with the aid of which a steering axle 3 arranged at the rear is actuated.
  • a sensor device 4 designed as a strain gauge 4 is attached to a mast profile 1d or to both mast profiles 1d.
  • the strain gauge 4 the elastic deformation of the corresponding mast profile 1d is measured by measuring strains and torsions in three-dimensional space. From this, tensile, compressive and torsional forces in mast profile 1d are determined as deformation data using Hook's law.
  • the deformation data are transmitted to a control device SE of the industrial truck via a data line or wirelessly via a radio link.
  • a physical computing model of the industrial truck which is based on vehicle-specific information, is stored in the control device.
  • This vehicle-specific information includes parameters that influence the tipping stability of the industrial truck, such as the dimensions and masses of the industrial truck and the lifting mast 1a, the tire characteristics and the maximum possible payload.
  • the calculation model also contains data on the load-dependent deformation behavior of the mast profiles.
  • the computing model represents a comprehensive computing model of the industrial truck, that is to say an electronic forklift model.
  • the deformation data recorded by the strain gauges 4 are processed with the computing model, so that the load mass and the center of gravity of a load on the fork prongs 1c are processed getting closed.
  • the lifting mast 1a comprises two parallel mast profiles 1d.
  • a sensor device 4 designed as a strain gauge 4 is attached to one of the mast profiles 1d.
  • the Figure 3 also shows a section of the lifting mast 1a in detail. This embodiment differs from that in FIG Figure 2 represented in that a sensor device 4 designed as a strain gauge 4 is attached to each of the mast profiles 1d.
  • the sensor device 4 designed as a strain gauge 4 Figures 2 and 3rd presented in detail.
  • the strain gauge 4 is integrated in the mast profile 1d in such a way that it is protected against mechanical damage.
  • the elastic deformation of the mast profile 1d is measured by measuring strains and torsions in three-dimensional space. From this, tensile, compressive and torsional forces of mast profile 1d are determined as deformation data using Hook's law.
  • the tensile and compressive forces are in the Figure 4 represented as force vectors which point in the three spatial directions x, y, z, the x direction corresponding to a vertical direction, the y direction corresponding to a vehicle transverse direction and the z direction corresponding to a vehicle longitudinal direction.
  • the torsional forces are the radial forces around the force vectors shown as arrows. Thus, a total of six forces can be determined at this point with the strain gauge 4. If a strain gauge 4 is attached to each of the mast profiles 1d on two mast profiles 1d, a total of 12 forces can thus be determined. The forces are measured continuously with the strain gauges 4.
  • the Figure 5 shows a diagram for the data processing DV in the control device of the industrial truck.
  • the parameters determined by sensors are listed as well as the calculation model D as a calculation, physical stacker model.
  • the data determined by the sensors include the forces DMS I and / or DMS II recorded by one or two strain gauges on one or both mast profiles (six forces per strain gauge in each case).
  • the forces DMS I of a strain gauge are available, in a version according to Figure 3 the forces DMS I and DMS II of the two strain gauges are present.
  • the tilting forces NK, the lifting forces HK of the lifting mast and the lifting height H can be available as parameters.
  • the parameters DMS I and / or DMS II detected by the sensors and the parameters of If necessary, existing sensors register parameters NK, HK and H as well as comparison with the physical stacker model D, the load mass L and the center of gravity LS are calculated.
  • the center of gravity is determined as a point in a three-dimensional coordinate system with the coordinates x, y and z, with the x coordinate the vertical center of gravity above the floor, the y coordinate the horizontal, lateral offset of the center of gravity to the center of the vehicle and the z coordinate represent the horizontal distance of the load center of gravity from the mast.
  • the forces DMS I and / or DMS II detected by one or both strain gauges 4 would suffice for a comparison with the stacker model.
  • the optional additional parameters NK, HK, H serve to further increase the measuring accuracy.
  • FIG 6 shows a control structure to increase the tipping stability of the industrial truck, which is designed, for example, as a forklift. From the specifications P on the accelerator pedals, the steering wheel and the control levers originating from the driver of the industrial truck, a driving and loading state Z results, which is reported back to the driver in the form of a subjective perception W, whereupon the specifications P are changed if necessary.
  • the forklift is equipped with sensors S, with the aid of which physical quantities can be detected, from which the driving and loading condition Z can be determined objectively.
  • These variables include the load mass L and the load center LS, the lifting height H, the load moment M, the mast tilt angle WM, the steering angle WL turned on the steering axle, the direction of travel R, the driving speed V, the longitudinal acceleration BL, the lateral acceleration BQ and the yaw rate G.
  • the load torque M for example, the tilting cylinder forces or the axle load of the steering axle (rear axle) can be used.
  • the sensors S also include the strain gauges, which measure the elastic deformation of the mast profile by measuring strains and torsions in three-dimensional space. Using Hooke's law, tensile, compressive and torsional forces are determined as deformation data, which can be processed with the calculation model.
  • sensors S mentioned A part of the sensors S mentioned is provided for the detection of physical quantities which are required for the determination of static and quasi-static risk of tipping. These are the sensors for detecting the direction of travel R, the driving speed V, the load mass L and the center of gravity LS, the lifting height H, the load torque M, the mast tilt angle WM and the steering angle WL turned on the steering axle. Additional physical quantities must be recorded in order to determine dynamic risk of tipping. For this purpose, sensors are provided for detecting the longitudinal acceleration BL, the transverse acceleration BQ and the yaw rate G.
  • the measured values detected by the sensors S are passed on to the control device SE, in which, on the basis of vehicle-specific data, such as, for example, B. the dimensions and masses of the truck and the mast, the tire characteristics and the maximum possible load a computing model D of the forklift is stored.
  • vehicle-specific data such as, for example, B. the dimensions and masses of the truck and the mast, the tire characteristics and the maximum possible load a computing model D of the forklift is stored.
  • the current driving and loading condition Z of the industrial truck is determined in a driving status observer FB from the computing model D and the measured values of the sensors S and it is determined whether the work and / or driving movements are tilt-critical and therefore require interventions.
  • Critical driving maneuvers FM1 and FM2 are monitored by the driving state observer FB for a first intervention area E1 and for a second intervention area E2.
  • first intervention area E1 in which measures against static and / or quasi-static tipping are to be carried out, these are the driving maneuvers braking forward when the vehicle is tilted forward, accelerating backwards when the vehicle is tilted forward, braking from reversing in a curve when the vehicle is tilted perpendicular to Tilt axis and acceleration in forward travel in a curve with the vehicle inclined perpendicular to the tilt axis.
  • FM2 can be used as a critical driving maneuver.
  • the necessary interventions E in the traction drive, the steering drive and the working drive are derived, which lead to the tipping limits not being reached or exceeded.
  • the control device SE thus increases the stability of the tilt.
  • the interventions carried out are interventions in the intervention area E1 (e.g. reducing the driving and working speed) and interventions in the intervention area E2 (e.g. reducing the driving speed, changing the steering ratio to reduce the steering speed) with which the operator's specifications P are corrected (connection K1), for example by overriding the setpoints.
  • it can involve interventions with which the specifications P are influenced at the moment of their creation (arrow K2), e.g. B an increase in the steering wheel torque required for turning the steering wheel in the second engagement area E2 or force feedback signals into the operating levers of the working hydraulics actuated by the driver, so that the driver is informed of the decreasing distances to system boundaries.

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  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Forklifts And Lifting Vehicles (AREA)
EP19212029.3A 2018-12-20 2019-11-28 Procédé de détermination de chargement d'un chariot de manutention et chariot de manutention Pending EP3670428A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018133095.2A DE102018133095A1 (de) 2018-12-20 2018-12-20 Verfahren zur Lastbestimmung bei einem Flurförderzeug und Flurförderzeug

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EP3670428A1 true EP3670428A1 (fr) 2020-06-24

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3978420A1 (fr) * 2020-09-30 2022-04-06 STILL GmbH Procédé d'amortissement des vibrations de torsion d'un mât de levage dans un chariot de manutention et chariot de manutention

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005011998A1 (de) 2004-04-07 2005-10-27 Linde Ag Flurförderzeug mit erhöhter statischer bzw. quasistatischer Kippstabilität
DE102005012004A1 (de) 2004-04-07 2005-10-27 Linde Ag Flurförderzeug mit erhöhter statischer/quasistatischer und dynamischer Kippstabilität
DE102008035574A1 (de) * 2008-07-30 2010-02-04 Linde Material Handling Gmbh Verfahren zur Bestimmung des Lastschwerpunktes einer auf einem Lastaufnahmemittel eines Flurförderzeugs befindlichen Last
EP2172413A1 (fr) * 2008-10-01 2010-04-07 Linde Material Handling GmbH Procédé d'affichage de charges admises
DE102011118984A1 (de) * 2011-11-19 2013-05-23 Jungheinrich Aktiengesellschaft Vorrichtung und Verfahren zur Messung von Last und Lastschwerpunktabstand bei einem Flurförderzeug
DE202012002445U1 (de) * 2012-03-06 2013-06-07 Jungheinrich Aktiengesellschaft Flurförderzeug mit optional anwählbarer Ausstapelhilfsbetriebsart
EP1953114B1 (fr) 2007-02-01 2013-07-17 STILL GmbH Chariot élévateur doté d'un dispositif de saisie de charge pouvant s'élever hydrauliquement
DE102014117334A1 (de) 2014-11-26 2016-06-02 Still Gmbh Dehnungsmessstreifenmodul, Montageverfahren an einer mobilen Arbeitsmaschine sowie mobile Arbeitsmaschine
DE102015104069A1 (de) 2015-03-18 2016-09-22 Still Gmbh Verfahren zur Bestimmung der Kippstabilität eines Flurförderzeugs

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005011998A1 (de) 2004-04-07 2005-10-27 Linde Ag Flurförderzeug mit erhöhter statischer bzw. quasistatischer Kippstabilität
DE102005012004A1 (de) 2004-04-07 2005-10-27 Linde Ag Flurförderzeug mit erhöhter statischer/quasistatischer und dynamischer Kippstabilität
EP1953114B1 (fr) 2007-02-01 2013-07-17 STILL GmbH Chariot élévateur doté d'un dispositif de saisie de charge pouvant s'élever hydrauliquement
DE102008035574A1 (de) * 2008-07-30 2010-02-04 Linde Material Handling Gmbh Verfahren zur Bestimmung des Lastschwerpunktes einer auf einem Lastaufnahmemittel eines Flurförderzeugs befindlichen Last
EP2172413A1 (fr) * 2008-10-01 2010-04-07 Linde Material Handling GmbH Procédé d'affichage de charges admises
DE102011118984A1 (de) * 2011-11-19 2013-05-23 Jungheinrich Aktiengesellschaft Vorrichtung und Verfahren zur Messung von Last und Lastschwerpunktabstand bei einem Flurförderzeug
DE202012002445U1 (de) * 2012-03-06 2013-06-07 Jungheinrich Aktiengesellschaft Flurförderzeug mit optional anwählbarer Ausstapelhilfsbetriebsart
DE102014117334A1 (de) 2014-11-26 2016-06-02 Still Gmbh Dehnungsmessstreifenmodul, Montageverfahren an einer mobilen Arbeitsmaschine sowie mobile Arbeitsmaschine
DE102015104069A1 (de) 2015-03-18 2016-09-22 Still Gmbh Verfahren zur Bestimmung der Kippstabilität eines Flurförderzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3978420A1 (fr) * 2020-09-30 2022-04-06 STILL GmbH Procédé d'amortissement des vibrations de torsion d'un mât de levage dans un chariot de manutention et chariot de manutention

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