Reach truck with an emergency stop switch

Abstract

Industrial truck, in particular a reach truck (10) with a driver's seat (16), a steering unit (22) and an emergency stop switch (42) which has an actuating direction (58), wherein the steering unit (22) has a rotatably mounted steering wheel (24) and a position of the steering unit (22) relative to the driver's seat (16) is adjustable, wherein the emergency stop switch (42) is integrated into the steering unit (42).

Description

[0001] Reach trucks can pose a danger to the environment or the operator in a wide variety of situations. Like other machines and systems, they are therefore equipped with an emergency stop switch that can be used to quickly bring them to a safe state in the event of an emergency or to avert a hazard. This usually involves an immediate stop of the vehicle (emergency stop / emergency stop). Depending on the strategy, this may also include interrupting the power supply to specific vehicle components or the entire vehicle.

[0002] Emergency stop switches typically have a striking design, usually with a red actuator against a yellow background, ensuring they are immediately visible in the event of an emergency. The emergency stop switch is usually equipped with a locking mechanism that ensures that the safe state can only be reversed after activation by a specific action, for example, by turning or pulling out the actuator and / or using a key.

[0003] Furthermore, an ergonomically favorable layout is important so that the emergency stop switch can be activated quickly and safely at any time. This is difficult with reach trucks due to the often very limited space available. On the one hand, there is limited space for the emergency stop switch, and on the other hand, the emergency stop switch must not further restrict the operator's remaining freedom of movement and their view of the surroundings.

[0004] On reach trucks, the emergency stop switch is often located to the side of an operator in a panel in the driver's cab.

[0005] From the document EP 3 517 401 B1 a reach truck is known in which an operating unit with display and access authorization module is attached to a steering column section so that the position of the operating unit can be adjusted together with a steering wheel.

[0006] Based on this, the object of the invention is to provide a reach truck in which the accessibility of the emergency stop switch is improved in different usage situations.

[0007] This object is achieved by the reach truck with the features of claim 1. Advantageous embodiments are specified in the subclaims.

[0008] The reach truck has a driver's seat, a steering unit and an emergency stop switch having an actuating direction, wherein the steering unit has a rotatably mounted steering wheel and a position of the steering unit is adjustable relative to the driver's seat, wherein the emergency stop switch is integrated into the steering unit.

[0009] The reach truck has a reach mast that can be moved along a longitudinal direction of the reach truck and has a load-carrying device for picking up a load. A drive unit is housed in the reach truck's drive unit. The driver's seat and steering unit can also be located in the drive unit, for example, in a driver's cab.

[0010] The reach truck has a chassis with at least one steered wheel, the rotational position of which is controlled by the steering wheel. Unlike an industrial truck that travels in an aisle, the reach truck is constantly steered by the steering wheel during operation. For this purpose, the steering wheel can be mechanically coupled to the steered wheel, or the rotational position of the steering wheel can be detected by a sensor and transmitted to a steering drive via an electronic control system. The position of the steering unit, including the steering wheel, is adjustable relative to the driver's seat, allowing each operator to set the steering unit to their optimal position.

[0011] The emergency stop switch has an actuating direction, i.e. a direction along which an actuating element of the emergency stop switch, in particular a push button, is moved to trigger an emergency stop.

[0012] In the invention, the emergency stop switch is integrated into the steering unit. Every time the position of the steering unit changes relative to the driver's seat, the position of the emergency stop switch changes simultaneously. This means that the emergency stop switch is automatically always positioned in a position that is easily accessible for the operator. For example, a relatively short operator will adjust the steering unit relatively close to the driver's seat so that they can operate the steering wheel while maintaining a comfortable posture. The emergency stop switch is then automatically positioned relatively close to the driver's seat, so that the operator can easily reach the emergency stop switch even with a relatively short arm.

[0013] Theoretically, a separate adjustment mechanism for the emergency stop switch would also be conceivable. However, integration into the steering unit is preferable for safety reasons, as the emergency stop switch only needs to be activated very rarely during normal operation, meaning the operator will generally not pay particular attention to the optimal position of the emergency stop switch. However, the ergonomically favorable position of the steering wheel is crucial for operating comfort, so every operator will choose a convenient setting. The invention automatically ensures a convenient location for the emergency stop switch, without any additional considerations or manual intervention.

[0014] A further advantage over the conventional, fixed arrangement of the emergency stop switch, for example, to the side of the driver's seat, is that, when integrated into the steering unit, the emergency stop switch remains easily accessible even when the driver's seat or an armrest is adjusted. Neither such seat or armrest adjustment nor objects placed next to the driver's seat impair the accessibility of the emergency stop switch.

[0015] A further advantage is that by integrating the emergency stop switch into the steering unit, a separate wiring harness that has to be routed to the emergency stop switch in addition to the required wiring of the steering unit can be omitted.

[0016] In addition, the integration of the emergency stop switch into the steering unit also enables a visually appealing solution with a harmonious and tidy overall appearance.

[0017] Finally, the inventive arrangement of the emergency stop switch is easier to reach not only for the operator, but also for third parties. This can be crucial in exceptional cases, for example if the operator is incapacitated due to unconsciousness and cannot operate the emergency stop switch themselves. In this case, an assistant often does not have easy access to an emergency stop switch arranged to the side of the operator, especially if a leg or the upper body of the unconscious operator blocks access. With the inventive integration of the emergency stop switch into the steering unit, an outside person can generally reach the emergency stop switch much more easily without endangering themselves by the reach truck still being in operation.

[0018] In one embodiment, the actuation direction has an angle in the range of 10° to 80° relative to a central longitudinal plane of the driver's seat, so that the emergency stop switch is actuated obliquely forward and toward the center of the driver's seat, and / or the actuation direction has an angle in the range of 0° to 45° relative to the horizontal, so that the emergency stop switch is actuated forward and / or obliquely downward. The central longitudinal plane of the driver's seat is arranged vertically. The aforementioned angular ranges of the actuation direction relative to this central longitudinal plane and / or relative to the horizontal result in the actuating element being able to be actuated in a natural movement sequence.Depending on the selected angle, this movement can be an arcuate arm movement and / or an outstretched arm with a straight hand movement in the direct direction of the emergency stop switch, or a combination of these two movements. This makes operation particularly quick and easy. The angle relative to the central longitudinal plane of the driver's seat can preferably be in the range of 10° to 45°. The angle relative to the horizontal can preferably be in the range of 10° to 30°.

[0019] In one embodiment, the steering unit has a functional surface facing the driver's seat with at least one control or display element. The display element can be an indicator light or a display; buttons and switches, as well as a touch-sensitive display, can be considered as control elements. These control and display elements can be easily and optimally positioned together with the emergency stop switch and the steering wheel.

[0020] In one embodiment, the emergency stop switch is located at a free end of the steering unit, to the side of the functional surface. This position makes it particularly easy to reach and, due to its spatial separation from the functional surface, particularly easy to identify. The free end of the steering unit can be arranged so that it is freely located within a space allocated to the operator and is not obscured by the steering wheel, the controls and display elements, or other components of the vehicle. This makes operating the emergency stop switch particularly easy and improves safety.

[0021] In one embodiment, the actuation direction is arranged at an angle in the range of 0° to 30° relative to a normal to the functional surface. In particular, the angle can be in the range of 5° to 25°, preferably in the range of 10° to 20°. The angle can particularly preferably be 15°. The normal to the functional surface can relate in particular to a display arranged in the functional surface. An actuation direction in the aforementioned angular range automatically leads to an arrangement of the emergency stop switch that is favorable for quick and safe actuation, given optimal alignment of the functional surface to an operator, which is achieved by adjusting the steering unit.

[0022] In one embodiment, the steering unit has a housing that encloses the functional surface and the emergency stop switch, wherein the housing has an upper edge, a lower edge, and a lateral edge in the region of the emergency stop switch, and a distance between an actuating element of the emergency stop switch and the lateral edge is 5 cm or less. The distance can also be only 4 cm or less, or only 3 cm or less. The upper edge and / or the lower edge can be aligned approximately horizontally. The housing can have the basic shape of an elongated cuboid, wherein the steering wheel is arranged at a first end of the cuboid, for example at the left end, and the free end with the emergency stop switch is arranged at a second end of the cuboid, for example at the right end. The housing is connected to a vehicle frame at the first end via a suitable adjustment mechanism.In addition to the cuboid-shaped, elongated housing, the steering unit can comprise an additional housing section in which the steering wheel is rotatably mounted. This additional housing section can be positioned closer to the driver's seat than the cuboid-shaped housing. The relatively short distance of 5 cm or less between the actuating element (e.g., a push button) of the emergency stop switch and the side edge further simplifies the operation of the emergency stop switch. In particular, the actuating element can be actuated with the palm of the hand while the fingers of the hand are guided past the side edge.

[0023] In one embodiment, the distance between the actuating element and the upper edge or between the actuating element and the lower edge is 5 cm or less. The distance can also be as little as 4 cm or less, or as little as 3 cm or less. Arranging the actuating element additionally near the upper edge or near the lower edge can further simplify actuation because the actuating element is positioned even more freely in the space.

[0024] In one embodiment, the lateral edge is arranged at an angle in the range of 10° to 40° to the vertical, so that an acute angle is formed between the upper edge and the lateral edge and an obtuse angle is formed between the lower edge and the lateral edge, or vice versa, with the actuating element located at the acute angle. "Or vice versa" means that the acute angle is formed between the lower edge and the lateral edge, and the obtuse angle is formed between the upper edge and the lateral edge. It is understood that the housing can have a rounded edge both in the region of the obtuse angle and in the region of the acute angle. The angle specification then refers to the angle between the straight sections of the corresponding edges. Arranging the actuating element at the acute angle allows for even greater accessibility to the actuating element.

[0025] In one embodiment, the reach truck has an operating unit for controlling a lifting function on the side of the driver's seat, with the emergency stop switch being arranged on the same side of the steering wheel as the operating unit. The operating unit can, in particular, be a multifunctional unit comprising several sliders or levers adjustable with individual fingers and / or a joystick. Due to the described arrangement of the operating unit and the emergency stop switch on the same side of the steering wheel, an operator can move the hand on the operating unit particularly quickly and easily to the emergency stop switch in order to activate it. The other hand can remain on the steering wheel.

[0026] In one embodiment, the reach truck is provided with an armrest, and the control unit is arranged so that it can be operated with one hand of an arm resting on the armrest. The control unit is adjustable relative to the driver's seat and / or relative to a vehicle frame. This adjustability of the control unit can be implemented such that the adjustment can be performed together with the armrest or independently. This allows an ergonomically optimal position to be set not only for the steering unit, but also for the control unit, in particular independently of any adjustment of the driver's seat.

[0027] In one embodiment, the actuation direction is arranged at an angle of 15° or less to a vertical plane in which the emergency stop switch and the operating unit are arranged. If the aforementioned angle of 15° or less to a vertical plane in which the emergency stop switch and the operating unit are arranged is maintained, the emergency stop switch can be actuated particularly easily in a fluid movement, with the hand guided from the operating unit in an approximately straight line to the emergency stop switch. This also makes actuating the emergency stop switch particularly quick, easy, and therefore safe.

[0028] In one embodiment, the position of the steering unit can be adjusted diagonally upwards and toward the driver's seat in a predetermined direction, and / or the position of the steering unit can be adjusted vertically. The diagonal positioning option serves in particular to adapt the position of the steering unit to different arm lengths. The alternative or additional vertical adjustment makes the steering unit and the emergency stop switch easily accessible even for particularly short or particularly tall operators.

[0029] In one embodiment, the reach truck has a reach mast, with a longitudinal axis of the driver's seat aligned transversely to the main direction of travel of the reach truck, and the control unit located between the driver's seat and the reach mast. In reach trucks of this type, the available space for the operator is often particularly limited, as particular attention is paid to keeping the overall length of the vehicle as short as possible. The inventive integration of the emergency stop switch into the steering unit is even more advantageous.

[0030] The invention is explained in more detail below using an exemplary embodiment illustrated in two figures. They show: Fig. 1a perspective view of a reach truck, Fig. 2a further perspective view of the reach truck from Fig. 1 , Fig. 3 a perspective view of the steering unit of the reach truck from Fig. 1, Fig. 4a view from above of the reach truck Fig. 1 and Fig. 5a side view of the reach truck Fig. 1 with one operator.

[0031] Figure 1 shows a reach truck 10, only partially depicted. On the right, a reach truck 12 is visible, to the left of which is a driver's cab with a protective roof 14 and a driver's seat 16. To the right of the driver's seat 16, an armrest 18 is shown. Just in front of it is a control unit 20, which is positioned so that an operator can easily reach it with the hand of an arm resting on the armrest 18. This control unit 20 can be used, among other things, to control a lifting function of the reach truck 10.

[0032] Within the driver's cab, in front of the driver's seat 16, a steering unit 22 is shown, in which a steering wheel 24 is rotatably mounted. The steering unit 22 comprises, at a somewhat greater distance from the driver's seat 16 than the steering wheel 24, an approximately cuboid-shaped, elongated housing 26 with an upper edge 28 and a lower edge 30. The upper edge 28 and the lower edge 30 extend approximately horizontally. Other shapes, such as oval or round, are also conceivable.

[0033] With the Fig. 1 A further housing section 32, in which the steering wheel 24 is rotatably mounted, is connected to the left end of the housing 26. On the side facing the operator, the housing 26 has a functional surface 34 in which a display 36 and several control elements 38 are arranged.

[0034] To the side of the functional surface 34, on the side facing away from the steering wheel 24, the housing 26 has a free end 40 in which an emergency stop switch 42 is located. The emergency stop switch 42 has a push button as the actuating element 44.

[0035] The housing 26 has a lateral edge 46 at its free end 40, which is arranged at an angle of approximately 20° to the vertical. This lateral edge 46 forms an acute angle of approximately 110° with the upper edge 28 and an obtuse angle of approximately 70° with the lower edge 30. The emergency stop switch 42 and its actuating element 44 are arranged at the acute angle. The distance between the upper edge 28 and the actuating element 44 is less than 5 cm, as is the distance between the lateral edge 46 and the actuating element 44.

[0036] Figure 2 shows the same arrangement as Fig. 1from a different perspective, in which, among other things, the seating surface of the driver's seat 16 can be seen. A first arrow 48 illustrates the adjustability of the position of the entire steering unit 22 relative to the driver's seat 16 along a predetermined direction diagonally upwards and towards the driver's seat. The second arrow 50 is arranged vertically and illustrates a further adjustment option for the position of the entire steering unit 22 in the vertical direction. On the right side of the housing section 32, a locking lever 52 can be seen, with which the adjustability of the steering unit 22 can be locked in the direction of the arrow 48.

[0037] For the (optional) vertical adjustment in the direction of arrow 50, a release button 62 (see Fig. 3 ) on the top of the housing section 32.

[0038] The actuating element 44 is pressed into the housing 26 in the direction of actuation. The emergency stop switch 42 is aligned so that this actuation direction lies in a vertical plane which connects the actuating element 44 and the operating unit 20 (see Fig. 1 ). In addition, the direction of actuation extends obliquely downwards at an angle of approximately 20° relative to the horizontal and at an angle of approximately 20° relative to a vertical central longitudinal plane of the driver's seat 16.

[0039] Figure 3shows the steering unit 22 in an enlarged view. The steering wheel 24 as well as the housing section 32, which runs approximately in the longitudinal direction of the driver's seat, and the locking lever 52 arranged laterally thereon are clearly visible. Also shown is a normal 54 to the functional surface 34 or to the surface of the display 36 facing the operator. The emergency stop switch 42 has a push button 56, which is actuated along an actuation direction 58 shown as a dashed line. The angle between the normal 54 and the actuation direction 58 is 15°.

[0040] Figure 4shows important elements of the reach truck 10 in a top view. The driver's seat 16 can be seen below and the steering unit 22 above. The armrest 18 is located to the right of the driver's seat 16. In front of the armrest 18 is the control unit 20, which is positioned so that an operator can easily reach it with the hand of an arm resting on the armrest 18.

[0041] A vertical plane 60 is shown as a dashed line. It runs perpendicular to the plane of the drawing. The operating unit 20 and the emergency stop switch 42 are located in the vertical plane 60. The actuation direction 58 (in Fig. 4 In the example, the angle (not shown) lies approximately in the vertical plane 60°, whereby the angle can depend on the setting of the adjustable steering unit 22 and the adjustable control unit 20 individually selected by an operator. The angle is preferably less than 15°.

[0042] Figure 5shows the reach truck 10 in a side view with an operator sitting in the driver's seat 16. The operator's left hand is on the steering wheel 24 of the steering unit 22. Shortly before the depicted situation, the operator had his right hand on the control unit 20. From there, the operator has guided his right hand in a fluid movement directly to the emergency stop switch 42, which he is currently activating with the index finger of his right hand. The actuation direction 58 of the emergency stop switch 42 runs at approximately the same angle relative to a horizontal plane as the operator's outstretched right arm. List of reference symbols

[0043] 10Reach truck 12Reach mast 14Protective canopy 16Driver's seat 18Armrest 20Control unit 22Steering unit 24Steering wheel 26Housing 28Upper edge 30Lower edge 32Housing section 34Functional area 36Display 38Control element 40Free end 42Emergency stop switch 44Actuating element 46Side edge 48First arrow 50Second arrow 52Locking lever 54Normal 56Push button 58Actuating direction 60Vertical plane 62Release button

Claims

1. Reach truck (10) with a driver's seat (16), a steering unit (22) and an emergency stop switch (42) having an actuating direction (58), wherein the steering unit (22) has a rotatably mounted steering wheel (24) and a position of the steering unit (22) relative to the driver's seat (16) is adjustable, characterized in that the emergency stop switch (42) is integrated into the steering unit (22).

2. Reach truck (10) according to claim 1, characterized in that the actuation direction (58) has an angle in the range of 10° to 80° relative to a central longitudinal plane of the driver's seat (16), so that the emergency stop switch (42) is actuated obliquely forwards and towards the center of the driver's seat (16) for actuation, and / or that the actuation direction (58) has an angle in the range of 0° to 45° relative to the horizontal, so that the emergency stop switch (42) is actuated forwards and / or obliquely downwards.

3. Reach truck (10) according to claim 1 or 2, characterized in that the steering unit (22) has a functional surface (34) facing the driver's seat (16) with at least one operating or display element (38, 36).

4. Reach truck (10) according to claim 3, characterized in that the emergency stop switch (42) is arranged at a free end (40) of the steering unit (22) laterally next to the functional surface (34).

5. Reach truck (10) according to claim 3 or 4, characterized in that the actuating direction (58) is arranged at an angle in the range of 0° to 30° relative to a normal (54) on the functional surface (34).

6. Reach truck (10) according to one of claims 3 to 5, characterized in thatthe steering unit (22) has a housing (26) which encloses the functional surface (34) and the emergency stop switch (42), wherein the housing (26) has an upper edge (28), a lower edge (30) and a lateral edge (46) in the region of the emergency stop switch (42), and a distance between an actuating element (44) of the emergency stop switch (42) and the lateral edge (46) is 5 cm or less.

7. Reach truck (10) according to claim 6, characterized in that a distance between the actuating element (44) and the upper edge (28) or between the actuating element (44) and the lower edge (30) is 5 cm or less.

8. Reach truck (10) according to claim 6 or 7, characterized in thatthe lateral edge (46) is arranged at an angle in the range of 10° to 40° to the vertical, so that an acute angle is formed between the upper edge (28) and the lateral edge (46) and an obtuse angle is formed between the lower edge (30) and the lateral edge (46) or vice versa, wherein the actuating element (44) is located at the acute angle.

9. Reach truck (10) according to one of claims 1 to 8, characterized in that the reach truck (10) has an operating unit (20) for controlling a lifting function to the side of the driver's seat (16), wherein the emergency stop switch (42) is arranged on the same side of the steering wheel (24) as the operating unit (22).

10. Reach truck (10) according to claim 9, characterized in thatthe reach truck (10) is provided with an armrest (18) and the operating unit (20) is arranged such that it can be operated with one hand of an arm supported on the armrest (18), wherein the operating unit (20) is adjustable relative to the driver's seat (16) and / or relative to a vehicle frame.

11. Reach truck (10) according to claim 9 or 10, characterized in that the actuating direction (58) is arranged at an angle of 15° or less to a vertical plane (54) in which the emergency stop switch (42) and the operating unit (20) are arranged.

12. Reach truck (10) according to one of claims 1 to 11, characterized in that the position of the steering unit (22) is adjustable in a predetermined direction obliquely upwards and towards the driver's seat (16) and / or that the position of the steering unit (22) is adjustable in the vertical direction.

13. Reach truck (10) according to one of claims 1 to 12, characterized in thatthe reach truck (10) has a reach mast (12), wherein a longitudinal axis of the driver's seat (16) is aligned transversely to a main direction of travel of the reach truck (10) and the operating unit (20) is arranged between the driver's seat (16) and the reach mast (12).

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