Whole-vehicle safety control system of reach forklift

Abstract

The utility model relates to a whole-vehicle safety control system of a reach truck, which comprises a whole-vehicle controller, a forward switch and a backward switch which are connected with the whole-vehicle controller, and an operation safety control module which comprises a forward relay, a forward buzzer, a backward relay and a backward buzzer, the forward relay is connected with the forward switch, and the forward buzzer is connected with the forward relay; when the forward switch is closed, a coil of the forward relay is triggered to be electrified, so that a normally open contact is closed to trigger the forward buzzer to buzz and alarm; the retreating relay is connected with the vehicle control unit, the retreating buzzer is connected with the retreating relay, and when the retreating switch is closed, the vehicle control unit drives the retreating relay to be electrified to enable a normally open contact of the retreating relay to be closed to trigger the retreating buzzer to give an alarm. The running safety control module is arranged, so that the intentions of a user for driving the whole vehicle to advance and retreat can be effectively prompted through an advancing buzzer and a retreating buzzer, and the safety performance of the whole vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of forklifts, in particular to a whole vehicle safety control system for a forward-moving forklift. Background Art

[0002] A reach truck is an industrial handling vehicle specially used for transporting large objects in warehouses. It is a type of warehouse forklift. The forks of a reach truck can move forward, so that it can pick up or put down goods without moving the body of the truck, which is suitable for operation in narrow spaces. A reach truck is an industrial vehicle suitable for indoor warehouse environments and can provide efficient handling and stacking operations. They are usually used in warehouses, supermarkets, distribution centers and other places to improve work efficiency and safety. When choosing a reach truck, you need to consider the weight and size of the goods and the space size of the working environment to ensure that the specifications and performance of the forklift can meet the work requirements.

[0003] However, at present, reach forklifts have no two-way warnings, braking warnings, or steering warnings when moving forward or backward, and the safety of the entire vehicle needs to be further improved. Utility Model Content

[0004] Based on this, it is necessary to provide a reach forklift control system to address the technical problems that the current reach forklift has no two-way warning, brake warning, and steering warning when moving forward and backward, and the safety of the entire vehicle needs to be further improved.

[0005] The utility model proposes a vehicle safety control system for a reach-type forklift, which includes a vehicle controller and a forward switch and a reverse switch connected to the vehicle controller, and also includes an operation safety control module, wherein the operation safety control module includes a forward relay, a forward buzzer, a reverse relay and a reverse buzzer, wherein the forward relay is connected to the forward switch and the forward buzzer is connected to the forward relay, and when the forward switch is closed, the forward relay coil is triggered to be energized so that its normally open contact is closed, triggering the forward buzzer to buzz and alarm; the reverse relay is connected to the vehicle controller, and the reverse buzzer is connected to the reverse relay, and when the reverse switch is closed, the vehicle controller drives the reverse relay to be energized so that its normally open contact is closed, triggering the reverse buzzer to alarm.

[0006] As a further improvement of the above solution of the utility model, the backward buzzer and the forward buzzer have different frequencies and timbres.

[0007] As a further improvement of the above solution of the utility model, it also includes an instrument module, and the instrument module interacts with the vehicle controller through a CAN bus.

[0008] As a further improvement of the above scheme of the utility model, it also includes a steering motor speed encoder, a steering wheel encoder, a steering wheel encoder and a steering safety control module. The steering safety control module includes a steering controller, a left turn relay, a left turn light, a right turn relay and a right turn light. The steering controller and the vehicle controller exchange information through a CAN bus. The steering controller is connected to the steering motor speed encoder, the steering wheel encoder and the steering wheel encoder; the left turn relay and the right turn relay are both connected to the vehicle controller, and the left turn light and the right turn light are respectively connected to the left turn relay and the right turn relay.

[0009] As a further improvement of the above scheme of the utility model, it also includes a vehicle DCDC and a seat safety control module, and the seat safety control module includes a seat switch, a seat relay and a seat buzzer; the input end of the vehicle DCDC is connected to the vehicle controller and its output end is connected to the positive end of the seat buzzer and the seat switch, the negative end of the buzzer and the other end of the seat switch are respectively connected to the normally closed contact end and the wire package end of the seat relay, and the normally open contact end of the seat relay is connected to the vehicle controller.

[0010] As a further improvement of the above-mentioned scheme of the utility model, it also includes a descent solenoid valve connected to the vehicle controller. When the vehicle controller detects that the normally open contacts of the seat relay are closed and receives a descent command from the driver, the vehicle controller controls the descent solenoid valve to be energized. When the vehicle controller detects that the normally open contacts of the seat relay are disconnected, the vehicle controller controls the descent solenoid valve to be de-energized.

[0011] As a further improvement of the above scheme of the utility model, it also includes a brake safety control module, which includes a brake relay and a brake warning light, one end of the brake relay is connected to the vehicle controller and the other end is connected to the brake warning light.

[0012] Compared with the prior art, the utility model has the following beneficial effects:

[0013] 1. The present invention can effectively prompt the user's intention to drive the vehicle forward or backward through the forward buzzer and the reverse buzzer by setting an operation safety control module, thereby improving the safety performance of the vehicle; further, the reverse buzzer and the forward buzzer have different frequencies and timbres, which are more convenient for users and pedestrians to identify.

[0014] 2. The present invention can effectively display and prompt the user's driving intention and the steering status of the vehicle by setting a steering safety control module, thereby greatly increasing the safety of driving operations.

[0015] 3. The present invention provides a seat safety control module, which can realize a buzzer reminder and a descent lock when the driver leaves the seat, thereby ensuring the safety of the mast lowering caused by the driver's incorrect operation and the safety of personnel in the working area.

[0016] 4. The present invention provides a brake safety control module to effectively illuminate the four braking conditions of the vehicle in real time through the brake warning light, greatly improving the safety of the working area.

[0017] It should be noted that the software used in conjunction with the present utility model is neither the innovative part nor the component part of the present utility model. The protection of the present utility model only extends to the hardware network composed of physical components, and does not involve the improvement and protection of the software. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is an electrical schematic diagram of a reach forklift vehicle safety control system proposed in an embodiment of the utility model.

[0019] Reference numerals: 1. BMS controller; 2. lithium battery pack; 3. DCDC converter; 4. discharge contactor; 5. vehicle contactor; 6. fuse; 7. emergency power off switch; 8. key switch; 9. instrument module; 10. steering controller; 11. steering wheel encoder; 12. steering zero position proximity switch; 13. pump motor; 14. steering wheel encoder; 15. steering motor; 16. steering motor speed encoder; 17. traction motor; 18. vehicle controller; 19. main contactor; 2 0. Left turn relay; 21. Right turn relay; 22. Backward relay coil; 23. Downward solenoid valve; 24. Accelerator; 25. Forward relay; 26. Foot brake; 27. Hand brake switch; 28. Forward buzzer; 29. ​​Seat relay; 30. Backward buzzer; 31. Left turn signal; 32. Right turn signal; 33. Backward relay contact; 34A. Seat buzzer; 34B. Seat switch; 35. Vehicle DCDC; 36. Brake relay; 37. Brake warning light. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0021] Reference Figure 1This embodiment proposes a vehicle safety control system for a reach forklift, including a vehicle controller 18, a forward switch, a reverse switch, an instrument module, a steering motor speed encoder 16, a steering wheel encoder, a steering wheel encoder, a vehicle DCDC 35, a lowering solenoid valve 23, an operation safety control module, a steering safety control module, a seat safety control module, and a brake safety control module. Among them, the instrument module, the vehicle DCDC 35, and the lowering solenoid valve 23 are all connected to the vehicle controller 18.

[0022] The operation safety control module includes a forward relay 25, a forward buzzer 28, a reverse relay and a reverse buzzer 30. The forward relay 25 is connected to the forward switch and the forward buzzer 28 is connected to the forward relay 25. When the forward switch is closed, the forward relay 25 coil is triggered to be energized so that its normally open contact is closed, triggering the forward buzzer 28 to buzz and alarm; the reverse relay is connected to the vehicle controller 18, and the reverse buzzer 30 is connected to the reverse relay. The reverse buzzer 30 has different frequencies and timbres from the forward buzzer 28. When the reverse switch is closed, the vehicle controller 18 drives the reverse relay to be energized so that its normally closed contact is closed, triggering the reverse buzzer 30 to alarm.

[0023] The steering safety control module includes a steering controller 10, a left turn relay 20, a left turn signal 31, a right turn relay 21 and a right turn signal 32. The steering controller 10 exchanges information with the vehicle controller 18 via the CAN bus, and the steering controller is connected to the steering motor speed encoder 16, the steering wheel encoder and the steering wheel encoder; the left turn relay 20 and the right turn relay 21 are both connected to the vehicle controller 18, and the left turn signal and the right turn signal are connected to the left turn relay 20 and the right turn relay 21 respectively.

[0024] The seat safety control module includes a seat switch 34B, a seat relay 29 and a seat buzzer 34A. The input end of the vehicle DCDC35 is connected to the lithium battery pack 2 power supply through the discharge contactor 4, and its output end is connected to the positive end of the seat buzzer 34A and the seat switch 34B. The negative end of the seat buzzer 34A and the other end of the seat switch 34B are respectively connected to the normally closed contact end and the wire package of the seat relay 29, and the normally open contact end of the seat relay 29 is connected to the vehicle controller 18.

[0025] The brake safety control module includes a brake relay 36 and a brake warning light 37 . The coil end of the brake relay 36 is connected to the vehicle controller 18 and the normally open contact end is connected to the brake warning light 37 .

[0026] Next, combine Figure 1 , the working principle of this embodiment is explained.

[0027] The whole vehicle of the reach forklift controls the operation of the DCDC converter 3 by closing the key switch 8, so that the BMS controller 1 is powered on and self-checks, and the BMS controller 1 controls the discharge contactor 4 to be attracted; when the key switch 8 is closed, the instrument module 9, the steering controller 10 and the whole vehicle controller 18 are powered on, and the whole vehicle controller 18 self-checks and makes the whole vehicle contactor 5 powered on and attracted, so the whole vehicle is powered on, and the steering controller 10 self-checks and completes the steering angle zero position calibration. At the same time, the BMS controller 1, the instrument module 9, the steering controller 10 and the whole vehicle controller 18 exchange information through the CAN bus, and the instrument module 9 displays the status of the whole vehicle in real time.

[0028] The steering safety control module detects the AB phase pulse signal of the steering wheel encoder 11 and compares the speed encoder 16 of the steering motor 15 to calculate the steering direction and angle after the steering controller 10 is turned on and the signal of the steering zero position proximity switch 12 is used to realize the zero position calibration. At the same time, the actual steering wheel encoder 14 signal of the steering wheel is detected, and the steering direction and angle of the actual steering wheel are detected through the safety logic of the steering controller 10. The steering controller 10 sends the steering information to the vehicle controller 18 through the CAN bus in real time. The vehicle controller 18 combines whether the traction motor 17 has a rotation speed. When the traction motor 17 has a rotation speed and combines the steering information sent by the steering controller 10, it drives the left turn relay 20 and the right turn relay 21 to work, and drives the left turn lamp 31 and the right turn lamp 32 to work in the corresponding steering direction respectively; at the same time, the instrument module 9 displays the steering angle and direction in real time. The steering safety control can effectively display and prompt the user's driving intention and the steering status of the vehicle, greatly increasing the safety of driving operations.

[0029] The vehicle controller 18 determines the user's driving intention of moving forward, backward and accelerating by detecting the forward switch A1 signal, the reverse switch A2 signal and the accelerator 24 analog signal, so as to effectively drive the traction motor 17. When the vehicle controller 18 detects the forward switch A1 signal, the forward switch A1 is closed and the forward relay 25 coil M1 is energized, the normally open contact is closed, and the forward buzzer 28 works, and the vehicle controller 18 drives the traction motor 17 to rotate forward; when the vehicle controller 18 detects the reverse switch A2 signal, the vehicle controller 18 drives the reverse relay 22 coil to be energized, so that the reverse relay contact 33M2 is closed, the reverse buzzer 30 works, and the vehicle controller 18 drives the traction motor 17 to rotate backward; the vehicle controller 18 detects the port A3 accelerator 24 signal to determine the rotation speed of the traction motor 17. Therefore, the operation safety control module can effectively prompt the user's intention to drive the vehicle forward and backward through buzzers with different frequencies and tones.

[0030] The seat safety control module works when the vehicle is in the power-on state. The 12V+ power supply output by the vehicle DCDC35 is connected to the positive terminal of the seat buzzer 34A and the seat switch 34B. When the seat switch 34B is closed, the seat relay 29 wire package is energized and the normally open contact of the seat relay 29 is closed. Therefore, the seat signal port of the vehicle controller 18 is connected to the normally open contact of the seat relay 29. The vehicle controller 18 detects that the driver sits on the seat correctly. Combined with the driver's operating instructions, the traction motor 17, the pump motor 13 and the solenoid valve can work; the vehicle controller 18 combines the mast lowering instruction, that is, the lowering switch and the seat signal A9, to drive the lowering solenoid valve 23 to open the valve port to realize the lowering of the vehicle mast, and the vehicle controller 18 receives the mast lifting instruction and the seat signal A9 to realize the mast lifting and other operations. Similarly, other hydraulic actions and driving actions also need to check the seat signal A9 before they can run the action. If the driver leaves the seat, the seat switch 34B is disconnected, the seat relay 29 coil loses power, so the normally closed contact is closed, and the seat buzzer 34A is connected to the positive and negative power supply to work and buzzer alarm; at the same time, the vehicle controller 18 detects that the normally open contact of the seat relay 29 is disconnected, and the vehicle controller 18 drives the descent solenoid valve 23 to lose power and lock the valve port, realizing the descent lock, and the pump motor stops working, ensuring that the mast can be quickly locked and cannot be lowered when the driver leaves the seat. At the same time, when the vehicle is powered off, the descent lock can also be achieved because the descent solenoid valve 23 is a normally closed valve. The seat safety control can realize the buzzer reminder when the driver leaves the seat and the descent lock, to prevent the mast from descending due to improper operation by the non-driver.

[0031] The brake safety control module is that when the vehicle is in the power-on state, the vehicle controller 18 detects the hand brake switch signal, the seat signal port signal, the foot brake analog signal or the release brake situation, the vehicle controller 18 drives the brake relay 36 wire package to be energized, and the normally open contact of the brake relay 36 is closed, so that the brake warning light 37 is lit and works. When the vehicle controller 18 detects the hand brake switch signal, the vehicle brakes and is not allowed to drive; during driving, when the vehicle controller 18 detects the hand brake switch signal, deceleration braking is performed. When the vehicle controller 18 detects the seat switch 34B signal, the vehicle can run; when the seat switch 34B signal is not detected, driving and hydraulic command operation are normally not allowed; during driving, the seat signal A9 is detected to perform deceleration braking, and the braking intensity is the highest. When the vehicle controller 18 detects the foot brake analog signal A7, the corresponding braking intensity is executed according to the braking curve. When the vehicle controller 18 detects that there is no signal in the forward switch and the reverse switch, the brake is released. The brake safety control effectively lights up the four braking conditions of the vehicle through the brake warning light 37 in real time, greatly improving the safety of the working area.

[0032] Finally, it is noted that the control logic of the vehicle controller 18 and the like involved in this embodiment all adopts mature technology in the field, which is not the inventive point of the present utility model.

[0033] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0034] The above-mentioned embodiments only express several implementation methods of the utility model, and the description is relatively specific and detailed, but it cannot be understood as limiting the scope of the utility model patent. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the utility model, which all belong to the protection scope of the utility model. Therefore, the protection scope of the utility model patent shall be based on the attached claims.

Claims

1. A vehicle safety control system for a reach forklift, comprising a vehicle controller and a forward switch and a reverse switch connected to the vehicle controller, characterized in that: It also includes an operation safety control module, which includes a forward relay, a forward buzzer, a reverse relay and a reverse buzzer. The forward relay is connected to the forward switch and the forward buzzer is connected to the forward relay. When the forward switch is closed, the forward relay coil is energized to close its normally open contact, triggering the forward buzzer to sound an alarm; the reverse relay is connected to the vehicle controller, and the reverse buzzer is connected to the reverse relay. When the reverse switch is closed, the vehicle controller drives the reverse relay to be energized to close its normally open contact, triggering the reverse buzzer to sound an alarm.

2. The vehicle safety control system of a reach forklift according to claim 1, characterized in that: The backward buzzer and the forward buzzer have different frequencies and timbres.

3. The vehicle safety control system of a reach forklift according to claim 1, characterized in that: It also includes an instrument module, which interacts with the vehicle controller via the CAN bus.

4. The vehicle safety control system for a reach forklift according to claim 1, characterized in that: It also includes a steering motor speed encoder, a steering wheel encoder, a steering wheel encoder and a steering safety control module. The steering safety control module includes a steering controller, a left turn relay, a left turn signal, a right turn relay and a right turn signal. The steering controller exchanges information with the vehicle controller through a CAN bus. The steering controller is connected to the steering motor speed encoder, the steering wheel encoder and the steering wheel encoder; the left turn relay and the right turn relay are both connected to the vehicle controller, and the left turn signal and the right turn signal are respectively connected to the left turn relay and the right turn relay.

5. The vehicle safety control system for a reach forklift according to claim 1, characterized in that: It also includes a vehicle DCDC and a seat safety control module, the seat safety control module includes a seat switch, a seat relay and a seat buzzer; the input end of the vehicle DCDC is connected to the vehicle controller and its output end is connected to the positive end of the seat buzzer and the seat switch, the negative end of the seat buzzer and the other end of the seat switch are respectively connected to the normally closed contact end and the wire package end of the seat relay, and the normally open contact end of the seat relay is connected to the vehicle controller.

6. The vehicle safety control system for a reach forklift according to claim 5, characterized in that: It also includes a descent solenoid valve connected to the vehicle controller. When the vehicle controller detects that the normally open contacts of the seat relay are closed and receives a descent command from the driver, the vehicle controller controls the descent solenoid valve to be energized; when the vehicle controller detects that the normally open contacts of the seat relay are disconnected, the vehicle controller controls the descent solenoid valve to be de-energized.

7. The vehicle safety control system for a reach forklift according to claim 1, characterized in that: It also includes a brake safety control module, which includes a brake relay and a brake warning light. The wire package end of the brake relay is connected to the vehicle controller and the normally open contact end is connected to the brake warning light.

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