GB2611742A - Elastomeric vehicle crush and crash alert attachment - Google Patents

Abstract

A fabricated belt formed into a tunnel like structure from strips of pliable elastomeric material 1/2 that, when combined with conductive coatings 4a/4b affixed to the inner faces of the belt, function as a normally open electrical switch. By compressing either of the external faces of the elastomeric materials until the conductive coated internal faces, touch, an electrical connection is formed and an alert can issue. End caps (Figs 4-12) may be provided for affixing the device to a vehicle. This may be used as a cushioning and impact detection system on industrial trucks, such as electric powered warehouse trucks. Where said truck is fitted with an industry standard anti-crush button, the invention may be affixed to the truck, (where an impact is most likely) and connected electrically into the same circuit, allowing the invention to cushion impact and activate the anti-crush button, if it is compressed sufficiently.

Description

Elastomeric Vehicle Crush and Crash Alert Attachment

Introduction:

The invention relates to a deployable means of crush and crash detection on vehicles or, fixed surfaces likely to be struck by vehicles, for example, in warehouses and factory environments, being a fabricated belt formed from strips of pliable Elastomeric materials placed flat and aligned on top of each other, with the top layer being wider than the bottom layer, so that when the two layers are fixedly attached to each other with the side edges vertically aligned, the top layer forms an arch shape, creating an internal gap between the two layers and forming a chamber sufficient for the insertion of components to form a Normally Open (NO) electrical switch that can subsequently be closed by the application of sufficient inward force on the external surface of the raised arch of said fabricated belt, to close the internal gap formed between the inside faces of elastomeric material.

The purpose of said fabricated belt is to form a safety switch device for fitting to vehicles such as, but not limited to, powered warehouse and industrial trucks; for example, Pallet Trucks, Stacker Trucks, Forklift Trucks of known designs, and the like, which when fitted and connected to the truck's electrical system, can be configured to stop the truck, should the fabricated belt be activated, Eg: by pressure from an operator's foot in an Entrapment situation, or by, for example, a Forklift Truck fitted with the device, hitting another object in such a manner as to activate the invention.

A key feature of the invention is that it can be constructed with variable profiles and types of Elastomers, sufficient to allow the belt to flex and form around complex contours or tight radii of the vehicle or item it is being fitted to, without the inner faces of the invention being deformed sufficiently enough to activate the electrical switch device placed between the two inner faces, without additional external pressure.

Application: Powered Pedestrian Trucks are commonly in use in large numbers throughout the world to carry goods and components, usually, but not exclusively, within factory, retail and commercial environments. They are typically powered by electric motors and/or engines of known design and controlled via steering Tiller Arms of known design, or even remote control.

Whilst being widely used and essential materials handling equipment, in many sizes, capacities, shapes and styles, they can be difficult to control particularly in restricted spaces and present a safety hazard to both operators and the immediate environment, including goods, infrastructure and other personnel, especially from crash damage and crush injuries, respectively. This danger is a recognised fact, and in most countries, it is a legal requirement for the Tiller Arms, where fitted, on which the vehicle's controls are mounted, to incorporate and Anti-Crush Button safety circuit, which when activated will stop the truck immediately.

However, the Tiller Arm Anti-Crush Button is only designed to protect the operators, when said operators drive the truck towards themselves, forcing the Tiller Arm Anti-Crush Button into themselves. When this happens, it is typical for the Tiller Arm Anti-Crush Button to activate a switch to electronically, stop the motor and/or, activate a brake. In many instances, the truck's electronic control system will also be programmed to activate the drive motor in the opposite direction to the direction of travel when activated, for a brief moment, in order to create a space between the operator and the truck, before activating the brake and stopping the truck.

A limitation of Tiller Arm Anti-Crush Button's is that they typically only cover an area of approximately, 150millimeters square, or less, and are positioned at the outer end, (furthest from the truck), of the Tiller Arm. Tiller Arm's are typically designed to rotate at the base via a coupling of known design, through a horizontal arc of approximately 180° to induce steering from left to right and pivot in a vertical arc of approximately 90° from vertical when not in use, to horizontal, so as to adjust to the height and/or position of the Tiller Arm for the comfort of the operator.

On many occasions, due to manoeuvring constraints, the operator operates the Tiller Arm controls, without the Tiller Arm Anti Crush Button being positioned in the correct position to protect the operator. There are many documented cases of injuries to operators, 3rd party personnel and/or damage to goods or infrastructure, in circumstances such as these. Furthermore, whilst the truck is being driven in any other direction other than with the Tiller Arm being directed towards the operator and the truck being driven towards the operator, the Tiller Arm Anti-Crush Button is redundant and there are many documented cases of injuries to operators, 30 party personnel and/or damage to goods or infrastructure, in circumstances such as these.

Prior Art:

In order to counter the above-mentioned limitations of the Tiller Arm Anti Crush Button and to add a further degree of safety, several solutions have been developed previously to increase the area of impact detection of the vehicle. These include, but are not limited to the following four examples: 1). Anti-Crush Kick Plates, which are a moveable plate around the base of a vehicle, that can move if pressure is applied, transferring that pressure onto a pressure activated switch to electrically apply a brake and stop the vehicle.

2). Anti Crush Kick Pads, which are elastomeric extrusions housing Ribbon switches mounted on an Aluminium rail fitted around the base of a vehicle, that can deform if pressure is applied and trip a switch to electrically apply a brake and stop the vehicle.

3). Anti Crush Kick Bladders, similar to those produced by J. Fuhr GmbH, called "Active Footguard" (Aktive FuBschutzleiste). These are inflated elastomeric bladders fitted around the base of a vehicle, which can be compressed if pressure is applied, converting the increase in internal pneumatic pressure to an electrical signal that electrically applies a brake and stops the vehicle.

4). Inertia Monitoring Systems, similar to those produced by Davis Derby Ltd. These are inertial systems that detect rapid changes in speed of a vehicle and when doing so, can generate an electrical signal that electrically applies a brake and stops the vehicle.

The present invention is devised to be easily retrofittable to a vehicle as described above, and to overcome the limitations of the above-mentioned systems, which are highlighted, but not limited to, points raised in notes 5-8 below.

5). Anti-Crush Kick Plates, (ACKPlate), must be fabricated to the correct size and shape to fit an individual vehicle and the said vehicle modified to accept and carry the ACKPlate and have separate, pressure activated switches fitted to it, to detect movement of the plate caused by an impact from different directions.

6). Similarly, the Anti-Crush Kick-Pad, (ACKPad), formed from an elastic material that houses one or more pressure activated switches, has to first have the Aluminium rail manufactured to fit the said vehicle it is to be mounted on and is also limited to the shapes of the vehicles it can fit, because elastic profiles will deform when bent below a certain radius, to the extent that they will trigger the pressure activated switches housed in the elastic material profiles, at the point of bending and therefore cannot function as required when this limitation is reached.

7). Anti-Crush Kick Bladders being inflatable bladders, require ancillary equipment in order to function, which includes an air compressor to inflate them and an air pressure monitoring system to detect changes in pressure inside the bladder, which can be caused for example, by pressure placed on the outside of the bladder in an impact. Also as the bladder is inflated to a set pressure, there are limitations to their uses in environments where there are frequent temperature changes, for example, cold storage facilities.

8). Inertia Monitoring Systems detect rapid changes in the speed of the vehicle, but it is argued that they may not for example, detect a slow speed accident, such as an operator's foot becoming trapped between their vehicle and a solid object, whilst carrying out slow speed close manoeuvres.

Description:

Therefore, a significant difference and advantage of the present invention over the existing impact detection systems mentioned above, is that whilst it can utilise the same Normally Open (NO) electrical switches, as some of the systems above, for example, Ribbon Switches of known design, its pliable fabricated structure allows it to function as a Normally open (NO) switch itself, by coating the internal faces of the aforementioned strips of Elastomeric material, with a conductive coating, of known design, in such a manner, that when the fabrication is assembled with the conductive coatings on the opposing inner surfaces of the Elastomeric material, it is possible to form opposing sides of a Normally Open (NO) electrical switch. Thus, when the internal conductive coatings are connected into an electrical circuit, of known design, where the gap between the two internal surfaces of the Elastomeric materials is the only reason that the circuit cannot be completed, the circuit can then be completed by applying inwardly directed pressure to the outer surface of the invention, sufficient to close the gap between the conductive coatings, enough to allow the two opposing layers of conductive coatings to touch, thus completing the circuit.

A further feature of the invention is the addition of end caps to fit over the open ends of the fabrication, which when fixedly mounted to the fabrication, serve to provide an exit for the electrical wire that is connected to the internal switch mechanism and provide an enhanced method of fixedly mounting the invention to, for example, a vehicle or structure.

Therefore, the present invention seeks to mitigate the risk of injury to operators and 3rd party personnel and/or damage to infrastructure or goods by pedestrian operated powered trucks as described above, by affixing it to the structure of the vehicle, by fixings of known design, in the area of the vehicle that the operator operates in and connecting it electrically to the existing Tiller Arm Anti Crush Button's electrical circuit in such manner as it becomes an extension of the Tiller Arm Anti Crush Button electrical circuit, thus significantly increasing the area of detection of an impact the vehicle may have with an object or person and allowing the Tiller Arm Anti Crush Button's electrical circuit to be activated to stop the vehicle should the Anti-Crush Kick-Belt be activated by an impact, even when the Tiller Arm Anti Crush Button has not been activated.

In addition, the invention can also be fitted to a vehicle that is not pedestrian operated, for example, a Forklift Truck, or applied to a fixed structure, for example, racking in a warehouse, and be connected into, or serve as an input device to, an externally supplied electrical circuit of known design, such as for example, an independent alarm, alert system or monitoring system.

A specific embodiment of the invention will now be described by referring to the accompanying drawings: Figure 1 shows an end view of the invention, comprising a fabricated belt formed from two strips of pliable elastomeric material of known design, of differing widths, where each of the strips of pliable elastomeric material has been coated with a strip of conductive coating 4, of known design, and the strip of pliable elastomeric material 2, is affixed to the wider strip of pliable elastomeric material 1, with the side edges of the strip of pliable elastomeric material 1, aligned vertically with the side edges of the strip of pliable elastomeric material 2, by means of stitching 3, in such a manner as to force the strip of pliable elastomeric material 1, to form a chamber of sufficient height as to keep the opposing strips of conductive coatings 4a & 4b, apart.

Figure 2 shows a perspective view of the invention where eyelets of known design 5, have been fitted to form a strengthened aperture for fixing screws of known design, to pass through.

Figure 3 shows a view from the underside of a section of the invention, demonstrating the position of the Eyelets 5 and the stitching 3, relative to the form of the invention.

Figure 4 is a 3-point perspective view of an End Cap 6, from above, showing the counterbored through holes 7a & 7b, counterbored hole 8, recessed channel 9 and recessed channel 10. Counterbored holes 7a, 7b & 8, are counterbored from the top.

In this described embodiment, countersunk head screws of known design, are passed from the underside of the fabricated belt through the eyelets 5, with the body of the screws passing up through holes 7a and 7b, sufficient to allow threaded nuts of known design and corresponding to the thread of the countersunk head screws, to be fitted onto the screws, so that when tightened, with the nuts sitting in the counterbored holes 7a & 7b, the fabricated belt can be fixedly attached the to the end cap.

Counterbored hole 8, is a feature designed to allow a threaded screw of known design, to pass through the End Cap and into a surface that it is desired that the fabricated belt assembly be fitted to, such that the head of the threaded screw pushes down onto the base of the counterbored hole 8, fixedly mounting the assembly to the said surface.

Channel 9, is a feature designed to house a fastening strap of known design, for example a Cable tie of known design, to fixedly mount the assembled fabricated belt onto a structure, for example a vehicle, or a racking column in a warehouse.

Channel 10, is a feature designed to allow the electrical cable that connects to the switching device used in the fabricated belt, to exit from the assembly either side, whilst allowing the End Cap to be mounted flush to a flat surface, when the cable thickness is less than the size of the channel.

Figure 5 is a 3-point perspective view of an End Cap 6, from below showing the counterbored through holes 7a & 7b, counterbored hole 8, recessed channel 9 and recessed channel 10.

Figure 6 is a plan view of the End Cap 6.

Figure 7 is a front elevation view of the endcap 6. Figure 8 is a side elevation view of the endcap 6.

Figure 9 is a rear elevation view of the endcap 6, which shows the contoured profile 11, that corresponds to and maintains the profile of the fabricated belt at the point where the electrical cable 13, exits.

Figure 10 is an underside view of the endcap 6.

Figure 11 is a plan view showing opposite ends of the fabricated belt fitted with End Caps 6 Figure 12 shows a perspective view from the underside of a section of the fabricated belt fitted with an End Cap 6, showing the channel 10, starting where the fabricated belt ends.

Figure 13 shows a means of connecting the two oppositely positioned strips of conductive coatings 4a & 4b, of the fabricated belt 1, via a separable attachment-plug constructed from a non-conductive material with two strips of conductive material 12a & 12b (12b not shown), of known design, each mounted on opposite sides of said plug, in such manner that when the said plug is inserted into the end of the fabricated belt 1, the conductive strips of material 12a and 12b, make contact with the conductive coatings 4a & 4b, forming an electrical contact.

The strips of conductive material 12a & 12b, are fixedly connected to the corresponding two cores 13a & 13b, of a 2-core electrical cable 13, of known design, in such manner as to form an electrically conductive connection, for example, with electrical Solder.

Figure 14, shows an end elevation drawing, of a Ribbon switch 14, of known design, fixedly attached to a strip of pliable material 15, for example but not limited to, Rubber, by means of, for example, but not limited to, an adhesive bond, the purpose which is to form an assembly, as shown in figure 15, that can be inserted into the said fabricated belt, to form an alternative safety switch device that replaces the requirement for the strips of conductive material 12a & 12b, and with the pliable material 15, acting to maintain the central positionality of the Ribbon switch 14, when the fabricated belt is rotated, as shown in figure 16.

Figure 15, shows a perspective view of the assembly, comprising the ribbon switch 14, and strip of pliable material 15.

Figure 16, shows an end elevation drawing of the fabricated belt assembly, with the ribbon switch and strip of pliable material assembly of figure 14, inserted into the fabricated belt, showing how the ribbon switch assembly maintains its central positionality, even when the fabricated belt has been rotated.

Claims (11)

1. Claims 1. A Vehicle Crush and Crash Alert Attachment comprising a compressible elastomeric fabricated belt, constructed to form an internal chamber, in which opposing faces have strips of conductive coatings applied, forming opposing contacts of a Normally Open (NO), electrical switch.
2. 2. A Vehicle Crush and Crash Alert Attachment as described in claim 1, in which strips of elastomeric material of dissimilar widths are fixedly fastened together so as to form a chamber between the strips.
3. 3. A Vehicle Crush and Crash Alert Attachment as described in claim 1, in which a separable attachment-plug is inserted into the internal chamber, to connect the conductive coatings to an external electrical circuit.
4. 4. A Vehicle Crush and Crash Alert Attachment as described in claim 1, in which eyelets are affixed to form strengthened aperture for fixing-screws to pass through.
5. 5. A Vehicle Crush and Crash Alert Attachment as described in claim 1, in which end caps are fitted to provide an enhanced method of fixing the attachment to vehicles and structures.
6. 6. A Vehicle Crush and Crash Alert Attachment as described in claim 1, which has End Caps with counterbored holes to facilitate affixing of the fabricated belt to the End Caps.
7. 7. A Vehicle Crush and Crash Alert Attachment as described in claim 1, which has End Caps with a channel to house fastening straps or ties.
8. 8. A Vehicle Crush and Crash Alert Attachment as described in claim 1, which has End Caps with a channel for an electrical cable to exit from the switching mechanism to an external electrical circuit.
9. 9. A Vehicle Crush and Crash Alert Attachment as described in claim 1, which can act as a housing for Ribbon switches.
10. 10.A Vehicle Crush and Crash Alert Attachment as described in claim 1, in which a Ribbon switch attached to a strip of pliable material can be installed.
11. 11.A Vehicle Crush and Crash Alert Attachment as described in claim 1, that can be formed from an extruded elastomer.