Abstract
An industrial truck comprising a lift frame with a load part for carrying a load, a reach carriage acting on the lift frame for moving the lift frame forward and backward, at least one sensor configured to measure an actual speed of the reach carriage, and a control unit configured to specify a target speed for the reach carriage, to determine a control deviation of the actual speed measured by the at least one sensor from the target speed, and to regulate the movement speed of the reach carriage based on the determined speed deviation.
Claims
1. An industrial truck, comprising: a lift frame having a load part for carrying a load; a reach carriage connecting to the lift frame for moving the lift frame forward and aft; at least one speed sensor configured to measure an actual speed of the reach carriage and issue an actual carriage speed signal indicative thereof; and a control unit configured to: (i) receive a target speed of the reach carriage and issue a target carriage speed signal indicative thereof, (ii) compare the actual carriage speed signal to the target carriage speed signal and issue a control deviation signal indicative of a difference between the actual and target carriage speed signals, and (iii) regulate the actual speed of the reach carriage in response to the control deviation signal.
2. The industrial truck of claim 1, further comprising at least one deformation sensor configured to measure a deformation of the lift frame and issue a deformation control signal indicative thereof, and wherein the control unit is configured to regulate the actual speed of the reach carriage in response to the deformation control signal in connection with the lift frame.
3. The industrial truck of claim 1, further comprising at least one deformation sensor configured to measure a deformation of the lift frame and issue a measured deformation signal indicative thereof, and a second control unit configured to regulate the actual speed of the reach carriage in response to the measured deformation signal.
4. The industrial truck of claim 1, wherein the industrial truck comprises at least one hydraulic cylinder acting on the reach carriage and a hydraulic power unit configured to supply hydraulic fluid to the at least one hydraulic cylinder, and wherein the control unit is responsive to the target carriage speed signal to vary a volumetric flow of hydraulic fluid in the hydraulic cylinder to control the actual speed of the reach carriage.
5. The industrial truck of claim 4, further comprising a hydraulic pump, and wherein the volumetric flow of hydraulic fluid into the hydraulic cylinder is regulated by the hydraulic pump.
6. The industrial truck of claim 4, further comprising a hydraulic pump and wherein the volumetric flow of hydraulic fluid into the hydraulic cylinder is regulated by at least one control valve.
7. A method for regulating movement of a reach carriage connected to a lift frame of an industrial truck, wherein the method comprises the steps of: commanding a target speed of the reach carriage by an operator input unit and issuing a target carriage speed signal indicative thereof; measuring an actual speed of the reach carriage by a sensor unit of the industrial truck and issuing an actual carriage speed signal indicative thereof; comparing the actual carriage speed signal to the target carriage speed signal by a control unit of the industrial truck and issuing a control deviation signal indicative of a difference between the actual and target carriage speed signals; and regulating the actual speed of the reach carriage in response to the control deviation signal.
8. The method of claim 7, further comprising the steps of measuring a deformation of the lift frame by a deformation sensor and issuing a measured deformation signal indicative thereof, and regulating movement of the reach carriage of the lift frame by at least one control unit in response to the measured deformation signal.
9. The method of claim 7, wherein the step of regulating the actual speed of the reach carriage further includes the step of varying a volumetric flow of hydraulic fluid flowing in a hydraulic cylinder acting on the reach carriage.
10. The method of claim 9, wherein the step of regulating the actual speed of the reach carriage further includes the step of varying the volumetric flow of hydraulic fluid flowing into the hydraulic cylinder by a hydraulic pump.
11. The method of claim 9, wherein the step of regulating the actual speed of the reach carriage further includes the step of varying the volumetric flow of hydraulic fluid flowing into the hydraulic cylinder by at least one control valve.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
(1) The invention will be further explained below with reference to the figures.
(2) FIG. 1 shows an industrial truck according to an embodiment of the disclosure.
(3) FIG. 2 depicts a schematic diagram of the speed control of the reach carriage.
(4) FIG. 3 depicts a schematic regulation diagram for compensating mast vibrations.
(5) FIG. 4 depicts a schematic regulation diagram of the speed control of the reach carriage.
(6) FIG. 5 depicts the schematic regulation diagram of FIG. 4 in combination with active mast damping.
(7) FIG. 6 depicts a schematic of a cascaded combination of the speed control with active mass damping.
(8) FIG. 7 depicts a schematic diagram of the representative behavior of the load speed over the course of time.
DETAILED DESCRIPTION OF THE INVENTION
(9) FIG. 1 depicts an industrial truck 10 with a lift frame 12, a reach carriage 20, a sensor 30, and a control unit 40. The sensor 30 is arranged at a base or foot of the lift frame 12. The lift frame 12 comprises a load part 14 with a load 16 located thereupon. A hydraulic power unit 18 connects to the vehicle frame of the industrial truck 10 and comprises: (i) a hydraulic pump (not shown) and (ii) at least one hydraulic cylinder acting on the reach carriage 20. A deformation sensor 50 is arranged at the top or tip of the lift frame 12. In the described embodiment, the industrial truck 10 is a reach truck whose lift frame 12 can be extended by the reach carriage 20 in the direction of the arrow indicated by VCarriage, and retracted in the opposite direction. Additionally, the load 16 located on the load part 14 may be displaced forward and aft or backward at a speed VLoad.
(10) In FIG. 2, an operator of the reach truck 10 can transmit a specified speed r to the control unit 40 by means of an operating unit (not shown). The control unit 40 transmits a manipulated variable u corresponding to the specified speed r to the hydraulic power unit 18, in particular to the hydraulic pump, or respectively the at least one hydraulic cylinder, and accordingly to the reach carriage 20. The reach carriage 20 is may be moved at a speed VCarriage. The lift frame 12, and, accordingly, the load 16 is subsequently moved by the reach carriage 20. In this context, the actual reach carriage speed VCarriage, i.e., the speed of the foot of the lift frame, may deviate from the specified speed rdue to external influences such as production tolerances, fluctuating friction and material wear.
(11) As also mentioned in the Background Section, movement of the reach carriage 20 can induce undesirable vibrations of the load 16 located on the load part 14. In this case, there may be a deviation between the speed VCarriage of the reach carriage 20 and the speed VLoad of the load 16. FIG. 3 shows a diagram of active mast damping to suppress such vibrations. In comparison to the control shown in FIG. 2, operating variables of the industrial truck on the one hand and a deformation of the lift frame 12 on the other hand are taken into consideration. Operating variables can, for example, be the weight of the load 16 and the lift height of the lift frame 12. In the described embodiment, the deformation sensor 50 is an acceleration sensor, e.g., an accelerometer, that measures the actual acceleration of the top end of the lift frame 12 in comparison to the foot of the lift frame 12. The measured acceleration value and the measured operating variables enter the control unit 40. In addition, another acceleration sensor 51 is provided at the base or bottom mast end to provide a reference acceleration value. The measured value is entered into the control unit 40 represented by the double lined arrow running from the lift frame 12 to the control unit 40. The control unit 40 regulates the movement of the reach carriage 20 by means of the hydraulic power unit 18, such that vibration of the load 16 is compensated.
(12) FIG. 4 shows the regulation of the actual speed of the reach carriage according to the invention. Similar to the control schematic shown in FIG. 2, a specified speed r is input by an operator into the control unit 40 to control the hydraulic power unit 18. As such, The reach carriage 20 may be manipulated or controlled by variable u. The lift frame 12, and accordingly, the load 16, is moved by the reach carriage 20 at a speed VLoad. In so doing, a sensor 30 measures the actual speed VCarriage of the reach carriage 20 and transmits this value, or an actual speed signal, to the control unit 40. The control unit 40, then determines a control deviation value between a target speed value i.e. the specified or commanded target speed signal r, input by the operator and the actual speed value or signal, i.e., the reach carriage speed VCarriage. As such, The control unit issues a control deviation signal to adapt the manipulated variable u. By adapting the manipulated variable u, a the hydraulic drive unit 18 may be adapt the actual speed of the reach carriage 20. The measurement and adjustment of the actual speed of the reach carriage 20 may be continuous or provided in steps. In the embodiment shown in FIG. 4, additional operating variables of the vehicle may be determined for entry into the control unit 40. Accordingly, depending on the lift height and load weight, the carriage 20 and the lift frame 12 may be accelerated, in a positive or negative direction to prevent mast vibration.
(13) In another embodiment shown in FIG. 5, the control algorithm of FIG. 4 is expanded by active mast damping. In this embodiment, two acceleration sensors 50, 51 determine a deformation value of the lift frame 12 and a signal indicative to the deformation value to the control unit 40, as discussed supra with reference to FIG. 3. According to this embodiment, the actual speed regulation is combined with active mast damping. Whereas a first control loop of the control unit 40 effects speed regulation by determining the actual speed of the reach carriage 20, i.e., ensuring that the actual speed VCarriage of the reach carriage 20 corresponds to the specified speed r, a second control loop (active mast damping) ensures that the speed VLoad of the lift frame 12, and the displaced load 16, corresponds to the speed VCarriage of the reach carriage 20. When the variable measured by the acceleration sensors 50, 51 reaches a constant value, the speed VLoad is, therefore, equal to the speed VCarriage. If, in addition the measured speed VCarriage of the reach carriage 20 corresponds to the specified speed r, this ensures that the load 16 also moves at the specified speed r.
(14) FIG. 6 shown another embodiment of the disclosure wherein speed is regulated together with vibration damping. In contrast to the embodiment shown in FIG. 5, this embodiment is configured by a cascaded speed regulation or by a speed value which is modified in series. For this, a commanded or specified speed r is input by an operator to the control unit 40 which subsequently transmits a regulating variable u1 to a second control unit 42. The second control unit 42 forwards the specification as a regulating variable u2 to the hydraulic power unit 18, and upon input to the reach carriage 20 brings about a transfer of the speed VCarriage to the lift frame 12, and to the speed VLoad of the load 16.
(15) The actual speed is regulated with in first control loop by a speed sensor 30 which determines the actual speed Vm,Carriage of the reach carriage 20. The first control unit 40 determines any control deviations between the commanded, specified, or target speed r and the measured, or actual reach carriage speed Vm,Carriage. The control deviation value is input to the control unit 40 which forwards a manipulated variable u1 to the second control unit 42. The second control unit 42 also receives an actual acceleration am,Load value of the load 16 from the deformation sensors 50, 51 designed as acceleration sensors. However, only one deformation sensor can be provided. Corresponding to the manipulated variables u1 and am,Load, the second control unit 42 forwards a changed manipulated variable u2 to the hydraulic power unit 18 which brings about an adaptation of the actual speed VCarriage of the reach carriage 20. On the one hand, the actual speed of the reach carriage 20 is regulated to the specified speed r, and on the other hand, the load speed VLoad is regulated to the reach carriage speed VCarriage. This accordingly ensures that the actual speed of the load also corresponds to the specified, commanded or target speed. In comparison to the embodiment from FIG. 5, the embodiment from FIG. 6 has the advantage that the two control units 40, 42 which are independent from each other can be designed as desired and independent from each other. It should also be appreciated that the two control units 40, 42 may act independently, or in combination, as a single physical control unit.
(16) FIG. 7 shows the behavior of the load speed vLoad over the course of time. At time t0, an operator starts to specify a speed. This specified speed corresponds to the curve identified as Specification. At time t1, the speed rises continuously or linearly, and reaches a specified constant speed. As such, an undampened system behaves according to the solid line identified as undampened. This would correspond to the control algorithm shown in FIG. 2. The load speed first rises slowly and then faster, such that the actual speed overshoots the target or specified speed as a consequence of the vibration induced by the lift frame. Due to a subsequent swing-back effect of the lift frame, the load speed VLoad drops far below the target or specified speed and rises once again as the lift mast swings forward again. In a long-lasting vibration, the load speed VLoad approaches the target or specified speed.
(17) Industrial trucks having variable control, or with respectively active mast damping as shown in FIG. 3 or 4, manifest significantly reduced vibration behavior. Given the feedback of the operating variables, or respectively the load acceleration, the load speed can be regulated in the explained manner such that the vibration of the lift frame has a significantly reduced amplitude and reaches a constant value faster. However, since as previously mentioned, these systems do not employ speed regulation, the specified speed value is frequently not precisely reached and is instead undershot or exceeded. When the specification is exceeded, dangerously high speeds can occur that may even exceed the maximum speed given by the manufacturer. If the specification is undershot, the work process slows down. In FIG. 7, the load speed VLoad oscillates around a value lower than the specification, which causes a delay of workflow.
(18) However, the curve identified as speed regulation is achieved by the method or the industrial truck according to the invention for regulating the actual speed of the reach carriage. This corresponds to the control loops shown in FIGS. 4 and 5. In addition to strongly reducing the vibration, the load speed is also regulated within a short time to the actually desired specified speed. Accordingly, a high work tempo can be achieved, and the required safety can simultaneously be guaranteed.
