JP2811523B2 - Industrial vehicle cargo handling and travel control device - Google Patents
Industrial vehicle cargo handling and travel control deviceInfo
- Publication number
- JP2811523B2 JP2811523B2 JP3819693A JP3819693A JP2811523B2 JP 2811523 B2 JP2811523 B2 JP 2811523B2 JP 3819693 A JP3819693 A JP 3819693A JP 3819693 A JP3819693 A JP 3819693A JP 2811523 B2 JP2811523 B2 JP 2811523B2
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- Prior art keywords
- operation amount
- control
- vehicle speed
- engine
- speed
- Prior art date
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Description
【０００１】[0001]
【産業上の利用分野】本発明は、フォークリフト等の産
業車両の荷役及び走行を制御する装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling cargo handling and traveling of an industrial vehicle such as a forklift.
【０００２】[0002]
【従来の技術】産業車両、例えばフォークリフトはエン
ジンにより駆動輪を駆動すると共に、そのエンジンによ
り駆動される油圧ポンプの吐出圧油を利用して荷役シリ
ンダを作動して荷役作業するものであり、駆動輪の回転
速度と荷役シリンダの作動速度、つまり走行速度と荷役
作業速度はエンジンの回転数に応じて速くなる。このた
めに、微速走行しながら荷役作業する時の荷役作業速度
が遅くなる。2. Description of the Related Art In an industrial vehicle, for example, a forklift, a driving wheel is driven by an engine, and a loading cylinder is operated by using a discharge pressure oil of a hydraulic pump driven by the engine to perform a loading operation. The rotation speed of the wheels and the operating speed of the cargo handling cylinder, that is, the traveling speed and the cargo handling speed, increase according to the engine speed. For this reason, the loading / unloading operation speed when performing the loading / unloading operation while traveling at a low speed is reduced.
【０００３】このことを解消するために特公平４−６０
９２０号公報に示すように、前後進クラッチに圧油を供
給する切換弁と、その前後進クラッチに供給される圧油
流体の圧力を制御する圧力制御弁と、エンジン回転数を
制御するスロットルアクチュエータを設け、走行しなが
ら荷役作業する場合には圧力制御弁を作動して前後進ク
ラッチを半クラッチ状態とし、スロットルアクチュエー
タを作動してエンジン回転数を速くして荷役作業を速度
を速くすると同時に微速走行するようにしたものが知ら
れている。[0003] To solve this problem, Japanese Patent Publication No. 4-60
No. 920, a switching valve for supplying pressure oil to a forward / reverse clutch, a pressure control valve for controlling the pressure of hydraulic fluid supplied to the forward / backward clutch, and a throttle actuator for controlling the engine speed When loading and unloading while traveling, operate the pressure control valve to put the forward / reverse clutch in the half-clutch state, operate the throttle actuator to increase the engine speed to increase the speed of loading and unloading, and at the same time Known are those that are designed to run.
【０００４】また、特開昭６１−２３８５３５号公報に
示すものが知られている。すなわち、エンジンと自動変
速機を乾式クラッチを介して連結し、走行しながら荷役
作業する時には記憶した荷役操作装置の操作量に対する
エンジン回転数データに基づいてエンジン回転数をその
操作量に見合う値とし、かつアクセルペダルの操作量に
対する車速データに基づいて前記乾式クラッチ若しくは
ブレーキを制御して車速をアクセルペダルの操作量に見
合う値としている。[0004] Japanese Unexamined Patent Application Publication No. 61-238535 is also known. That is, the engine and the automatic transmission are connected via a dry clutch, and when the cargo operation is performed while traveling, the engine speed is set to a value corresponding to the operation amount based on the stored engine speed data for the operation amount of the cargo handling operation device. Further, the dry clutch or the brake is controlled based on the vehicle speed data for the operation amount of the accelerator pedal, and the vehicle speed is set to a value corresponding to the operation amount of the accelerator pedal.
【０００５】[0005]
【発明が解決しようとする課題】前者の制御装置によれ
ば前後進クラッチを半クラッチ状態としても車速を減速
できずにブレーキペダルを操作して車速を低減している
から、アクセルペダルをブレーキペダルを交互に操作す
ることになり、アクセルペダルから足を離せば目標車速
が変化し、制御性と操作性が悪くなる。しかも、走行時
に前後進の切換弁と圧力制御弁の２つを制御するため応
答性が悪いし制御も煩雑となる。According to the former control device, the vehicle speed cannot be reduced even if the forward / reverse clutch is half-clutched, and the vehicle speed is reduced by operating the brake pedal. Are alternately operated. When the foot is released from the accelerator pedal, the target vehicle speed changes, and controllability and operability deteriorate. In addition, since the two control valves, the forward / backward switching valve and the pressure control valve, are controlled during traveling, responsiveness is poor and control is complicated.
【０００６】後者の制御装置によれば乾式クラッチの継
続と自動変速機の組み合わせで車速に応じた変速を行な
い、荷役操作装置の操作量に応じたエンジンスロットル
制御とアクセルペダル操作量にもとづく、半クラッチ制
御とブレーキ制御により目標車速にコントロールするの
で、自動変速機が変速動作に入り、変速のためのクラッ
チ制御にはいっている状態で、アクセルペダル操作量に
もとづく半クラッチ制御を行なう事は困難、つまりどち
らかを優先して実行する事になり、オペレータの意のま
まに速度制御することがむずかしい。また、乾式の自動
変速機は産業車両のように、走行と停止を頻繁にくり返
す場合、高低速変速の間クラッチが切られ惰行する事が
多くなり、円滑な走行コントロールを損いやすい。According to the latter control device, the combination of the continuation of the dry clutch and the automatic transmission changes the speed in accordance with the vehicle speed, and the engine throttle control in accordance with the operation amount of the loading / unloading operation device and the halfway operation based on the accelerator pedal operation amount. Since the vehicle speed is controlled to the target vehicle speed by clutch control and brake control, it is difficult to perform half-clutch control based on the accelerator pedal operation amount while the automatic transmission enters the shift operation and is engaged in clutch control for shifting. In other words, one of them is executed with priority, and it is difficult to control the speed as the operator wants. Also, in the case of a dry type automatic transmission such as an industrial vehicle, when running and stopping are frequently repeated, the clutch is often disconnected during high-low speed shifting and coasting is likely to impair smooth running control.
【０００７】しかもブレーキ制御はサービスブレーキを
流用するので、アクセルペダルによるブレーキ制動時
は、一旦ブレーキマスタシリンダ側の回路をソレノイド
バルブで遮断した後、ブレーキ圧制御弁を操作すること
で制動するようになり、ソレノイドバルブとブレーキ圧
制御弁を順次動作させる事が必要なので応答性が悪い
し、ソレノイドバルブが故障または誤作動すると、緊急
時ブレーキペダルでの制動が出来なくなり危険であり、
さらにフォークリフト等産業車両のサービスブレーキ
は、デュオサーボブレーキが主だが、このブレーキは自
己サーボ効果が大きく、ゲインが高い事から制御が困難
である。Further, since the service control is used for the brake control, when the brake is to be braked by the accelerator pedal, the circuit on the brake master cylinder side is temporarily shut off by the solenoid valve, and then the brake is operated by operating the brake pressure control valve. Therefore, it is necessary to operate the solenoid valve and the brake pressure control valve sequentially, and the response is poor.If the solenoid valve breaks down or malfunctions, braking with the emergency brake pedal cannot be performed.
Furthermore, service brakes for industrial vehicles such as forklifts are mainly duo servo brakes, but these brakes have a large self-servo effect and are difficult to control because of their high gain.
【０００８】そこで、本発明は前述の課題を解決できる
ようにした産業車両の荷役及び走行制御装置を提供する
ことを目的とする。Accordingly, an object of the present invention is to provide a cargo handling and traveling control device for an industrial vehicle which can solve the above-mentioned problems.
【０００９】[0009]
【課題を解決するための手段】本発明の産業車両の荷役
及び走行制御装置は、エンジン１の出力をトルクコンバ
ータ３を介して駆動輪７に伝達する油圧式の前・後進ク
ラッチ１０，１１を持った変速機４と、前進・後進クラ
ッチ１０，１１の受圧室１０ａ，１１ａ内の油圧を増減
して接続状態を調整する制御弁と、アクセルペダル操作
量検出手段と、アクセルペダル操作量に対する目標車速
設定手段と、車両の車速検出手段と、エンジン回転数検
出手段と、エンジンスロットルアクチュエータと、荷役
レバー操作量検出手段と、ブレーキペダル３５で作動す
る主ブレーキ４の他に独立して設けた補助ブレーキ１２
と、補助ブレーキ制動力を調整する制御弁と、アクセル
ペダル３９で設定する目標車速と実車速の差および速度
差の変化により前後進クラッチの接続状態とブレーキ制
動力を各々の制御弁で調整する制御手段と、荷役レバー
操作量によりエンジンスロットルアクチュエータを駆動
する制御手段と、荷役レバー操作量、アクセルペダル操
作量、実車速、エンジン回転数にもとづき、アクセルペ
ダル操作量によるエンジンスロットル制御から荷役レバ
ー操作量によるエンジンスロットル制御への切換え、お
よびアクセルペダル操作量にもとづく前後進クラッチの
接続状態とブレーキ制動力制御による車速制御からエン
ジンスロットル制御による車速制御へ切換える手段とよ
り成る。According to the present invention, there is provided a cargo handling and traveling control device for an industrial vehicle, comprising hydraulic front and rear clutches 10 and 11 for transmitting the output of an engine 1 to driving wheels 7 via a torque converter 3. Transmission 4, a control valve for adjusting the connection state by increasing or decreasing the oil pressure in the pressure receiving chambers 10a, 11a of the forward / reverse clutches 10, 11, an accelerator pedal operation amount detecting means, and a target for the accelerator pedal operation amount. Vehicle speed setting means, vehicle speed detecting means, engine speed detecting means, engine throttle actuator, cargo handling lever operation amount detecting means, and auxiliary independently provided in addition to the main brake 4 operated by the brake pedal 35 Brake 12
And a control valve for adjusting the auxiliary brake braking force, and a difference between the target vehicle speed and the actual vehicle speed set by the accelerator pedal 39 and a change in the speed difference to adjust the connection state of the forward / reverse clutch and the brake braking force with each control valve. Control means, control means for driving the engine throttle actuator based on the operation amount of the loading lever, and operation of the loading lever from the engine throttle control based on the operation amount of the accelerator pedal based on the operation amount of the loading lever, the accelerator pedal operation amount, the actual vehicle speed, and the engine speed. Means for switching to the engine throttle control by the amount and means for switching from the vehicle speed control by the brake braking force control to the vehicle speed control by the engine throttle control and the connection state of the forward / reverse clutch based on the accelerator pedal operation amount.
【００１０】[0010]
【作 用】トルクコンバータ３と油圧式の前後進クラ
ッチ１０，１１を持つ変速機４と車速制御専用の補助ブ
レーキ１２を設け、走行兼荷業時には荷役作業速度は、
荷役レバー操作量にもとづくエンジンスロットル制御に
より制御し、車速はエンジン回転数に関係なく、アクセ
ルペダル操作量にもとづく目標車速になるように、前後
進クラッチ１０，１１の油圧制御と補助ブレーキ１２の
制動力制御により制御するから、応答性よく操作できる
し、アクセルペダルの操作量を減少することでブレーキ
ペダルを操作することなしに減速でき、しかもトルクコ
ンバータ３により、高低速変速切換なしに幅広い速度調
整が可能なため、前後進クラッチ１０，１１の受圧室１
０ａ，１１ａ内油圧制御による走行速度調整が円滑に行
なえるので、操作性、作業性が向上するし、さらに車速
制御専用の補助ブレーキ１２により、主ブレーキとの回
路の切り換えがなく応答性の良い走行速度制御が可能と
なりし、主ブレーキは独立しているから補助ブレーキの
操作系に異常があっても確実に制動でき、ブレーキ制御
専用の補助ブレーキは、自己サーボ効果がなく制御しや
すいので、フィーリングのよい減速が可能となる。[Operation] A transmission 4 having a torque converter 3 and hydraulic forward / reverse clutches 10 and 11 and an auxiliary brake 12 dedicated to vehicle speed control are provided.
The control is performed by engine throttle control based on the operation amount of the cargo handling lever, and the vehicle speed is controlled by the hydraulic control of the forward / reverse clutches 10 and 11 and the auxiliary brake 12 so that the vehicle speed becomes the target vehicle speed based on the operation amount of the accelerator pedal regardless of the engine speed. Controlled by power control, it can be operated with good responsiveness. Decreasing the amount of operation of the accelerator pedal allows deceleration without operating the brake pedal. In addition, the torque converter 3 allows a wide range of speed adjustment without switching between high and low speed shifts. Pressure receiving chamber 1 of the forward / reverse clutches 10 and 11
Since the traveling speed can be smoothly adjusted by controlling the hydraulic pressure in the 0a and 11a, the operability and the operability are improved, and the auxiliary brake 12 dedicated to vehicle speed control does not switch the circuit with the main brake and has good responsiveness. Running speed control is possible, and the main brake is independent, so even if there is an abnormality in the operation system of the auxiliary brake, it can be braked reliably, and the auxiliary brake dedicated to brake control has no self-servo effect and it is easy to control, Good deceleration of feeling becomes possible.
【００１１】[0011]
【実 施 例】図１に示すように、エンジン１の出力軸
２はトルクコンバータ３、変速機４、差動機構５を介し
て左右の回転軸６，６に連結され、その左右の回転軸６
に駆動輪７が取付けてある。前記エンジン１の回転数は
スロットルアクチュエータ８により増減され、その回転
数はエンジン回転センサ９で検出される。前記変速機４
には油圧式の前進クラッチ１０、油圧式の後進クラッチ
１１及び油圧式の補助ブレーキ１２が設けられ、変速機
４の出力側に車速センサ１３が設けてある。前記左右の
回転軸６には主ブレーキ（サービスブレーキ）１４が設
けてある。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, an output shaft 2 of an engine 1 is connected to left and right rotating shafts 6 and 6 via a torque converter 3, a transmission 4, and a differential mechanism 5, and the left and right rotating shafts are provided. 6
The drive wheel 7 is attached to the. The rotation speed of the engine 1 is increased or decreased by a throttle actuator 8, and the rotation speed is detected by an engine rotation sensor 9. The transmission 4
A hydraulic forward clutch 10, a hydraulic reverse clutch 11 and a hydraulic auxiliary brake 12 are provided, and a vehicle speed sensor 13 is provided on the output side of the transmission 4. A main brake (service brake) 14 is provided on the left and right rotating shafts 6.
【００１２】フォーク爪等の荷役作業機１５はシリンダ
１６により昇降動され、そのシリンダ１６には前記エン
ジン１で駆動される作業機油圧ポンプ１７の吐出圧油が
操作弁１８によって供給制御され、その操作弁１８は荷
役レバー１９により切換えられると共に、その荷役レバ
ー１９にはストロークセンサー２０が設けてあり、その
検出したストロークはＡ／Ｄ変換器２１、入力回路２２
を介してＣＰＵ２３に入力され、このＣＰＵ２３には記
憶装置２４とタイマ２５が接続してある。A loading / unloading work machine 15 such as a fork claw is moved up and down by a cylinder 16, and the discharge pressure oil of a work machine hydraulic pump 17 driven by the engine 1 is supplied and controlled to the cylinder 16 by an operation valve 18. The operation valve 18 is switched by a loading / unloading lever 19, and the loading / unloading lever 19 is provided with a stroke sensor 20. The detected stroke is transmitted to an A / D converter 21 and an input circuit 22.
The storage device 24 and the timer 25 are connected to the CPU 23 via the CPU 23.
【００１３】前記エンジン１で駆動される油圧ポンプ２
６の吐出側にはリリーフ弁２７を介して前進クラッチ圧
制御弁２８、後進クラッチ圧制御弁２９、ブレーキ制御
弁３０がそれぞれ設けられ、各制御弁は第１・第２・第
３制御弁駆動回路３１，３２，３３により動作制御され
て各受圧室１０ａ，１１ａ，１２ａ，内の圧力をコント
ロールする。A hydraulic pump 2 driven by the engine 1
6 is provided with a forward clutch pressure control valve 28, a reverse clutch pressure control valve 29, and a brake control valve 30 via a relief valve 27, and the control valves are driven by first, second, and third control valves. The operation of the pressure receiving chambers 10a, 11a, 12a is controlled by the circuits 31, 32, 33 to control the pressure in the pressure receiving chambers 10a, 11a, 12a.
【００１４】前記主ブレーキ１４にはマスタシリンダ３
４より流体圧が供給され、このマスタシリンダ３４はブ
レーキペダル３５で作動されると共に、そのブレーキペ
ダル３５の作動を検出するブレーキ作動スイッチ３６が
設けられ、変速レバー３７の操作位置は前後進検出スイ
ッチ３８で検出され、エンジン回転数を増減するアクセ
ルペダル３９には操作ストロークを検出するストローク
センサ４０が設けられ、これらのストロークセンサと前
記各スイッチの検出信号は入力回路２２を介してＣＰＵ
２３に入力され、このＣＰＵ２３には走行制御切換スイ
ッチ４１より切換信号が入力される。前記スロットルア
クチュエータ８はスロットルアクチュエータ駆動回路４
２よりの信号で作動してエンジン回転数を増減し、その
スロットルアクチュエータ駆動回路４２にはＣＰＵ２３
から入出力回路２２を介して制御信号が入力される。The main brake 14 has a master cylinder 3
4, the master cylinder 34 is operated by a brake pedal 35, and a brake operation switch 36 for detecting the operation of the brake pedal 35 is provided. An accelerator pedal 39 that detects and detects an operation speed is provided with a stroke sensor 40 that detects an operation stroke. These stroke sensors and detection signals of the respective switches are sent to a CPU via an input circuit 22 by a CPU.
The CPU 23 receives a switching signal from a travel control switch 41. The throttle actuator 8 is a throttle actuator drive circuit 4
2, the engine speed is increased or decreased, and the throttle actuator drive circuit 42 has a CPU 23
, And a control signal is input via the input / output circuit 22.
【００１５】次に各部の機能を説明する。 （駆動系について）エンジン１の回転数は記憶装置２４
に記憶したスロットル開度設定値に基づきスロットルア
クチュエータ８を駆動して制御される。前記記憶装置２
４に記憶されるスロットル開度設定値は制御内容に応じ
て、アクセルペダル操作量または荷役レバー操作量に基
づき選択し設定される。エンジン１の出力はトルクコン
バータ３を介して変速機４に伝達され駆動輪７に作用す
る。変速機４の前進クラッチ１０の受圧室１０ａの油圧
を上昇すると前進方向の伝達トルクが増大し、後進クラ
ッチ１１の受圧室１１ａの油圧を上昇すると後進方向の
伝達トルクが増大する。前記前進・後進クラッチ圧制御
弁２８，２９はソレノイドの通電量に比例した油圧を出
力する電磁圧力制御弁となり、記憶装置２４に記憶した
クラッチ圧設定値に基づきＣＰＵ２３を介して第１・第
２制御弁駆動回路３１，３２に信号を入力し、その入力
信号に応じてソレノイドへの通電量をコントロールして
各クラッチの受圧室１０ａ，１１ａの油圧を制御する。Next, the function of each section will be described. (About the drive system) The rotation speed of the engine 1 is stored in the storage device 24.
Is controlled by driving the throttle actuator 8 based on the throttle opening set value stored in the. The storage device 2
The throttle opening set value stored in 4 is selected and set based on the accelerator pedal operation amount or the cargo handling lever operation amount in accordance with the control content. The output of the engine 1 is transmitted to the transmission 4 via the torque converter 3 and acts on the drive wheels 7. When the oil pressure in the pressure receiving chamber 10a of the forward clutch 10 of the transmission 4 increases, the transmission torque in the forward direction increases, and when the oil pressure in the pressure receiving chamber 11a of the reverse clutch 11 increases, the transmission torque in the reverse direction increases. The forward / reverse clutch pressure control valves 28 and 29 are electromagnetic pressure control valves that output a hydraulic pressure proportional to the amount of energization of the solenoid, and based on the clutch pressure set value stored in the storage device 24, the first and second clutch pressure control valves. A signal is input to the control valve drive circuits 31 and 32, and the amount of power to the solenoid is controlled in accordance with the input signal to control the oil pressure in the pressure receiving chambers 10a and 11a of each clutch.
【００１６】（制動系について）ブレーキペダル３５の
操作で作動する主ブレーキ１４と独立し、かつソレノイ
ドの通電量に比例した圧力となるブレーキ圧制御弁３０
により作動する補助ブレーキ１２を備え、その補助ブレ
ーキ１２の制動力は記憶装置２４のブレーキ圧設定値に
基づき、第３制御弁駆動回路３３を介しブレーキ圧制御
弁を作動して受圧室１２ａ内の圧力を増減することで制
御される。(About the braking system) A brake pressure control valve 30 which is independent of the main brake 14 operated by the operation of the brake pedal 35 and has a pressure proportional to the amount of current supplied to the solenoid.
The brake force of the auxiliary brake 12 is actuated by the brake pressure control valve via the third control valve drive circuit 33 based on the brake pressure set value of the storage device 24 to operate the brake pressure control valve. It is controlled by increasing or decreasing the pressure.
【００１７】（荷役系について）エンジン１により駆動
する作業機油圧ポンプ１７の吐出圧油を操作弁１８を介
してシリンダ１６に導き、作業機１５を作動し、その作
業機速度は荷役レバー１９を最大操作量にするとともに
エンジン回転数を増大させることで速くなる。(Regarding the cargo handling system) The hydraulic pressure discharged from the hydraulic pump 17 for the working machine driven by the engine 1 is guided to the cylinder 16 via the operation valve 18 to operate the working machine 15, and the speed of the working machine is controlled by the loading lever 19. The speed is increased by increasing the engine speed while setting the maximum operation amount.
【００１８】（ＣＰＵについて）ＣＰＵ２３は各スイッ
チ、ストロークセンサよりの信号により前進・後進及び
単独走行、単独荷役、走行兼荷役を判断して制御指令を
出力し、走行制御切換スイッチ４１のＯＮ・ＯＦＦによ
って異なるモードで制御指令を出力する。(Regarding the CPU) The CPU 23 determines forward / reverse and single traveling, single cargo handling and traveling / cargo handling based on signals from the respective switches and stroke sensors, outputs control commands, and outputs ON / OFF of the traveling control changeover switch 41. Output control commands in different modes.
【００１９】（記憶装置について）記憶装置２４はアク
セルペダル操作量とエンジンスロットル開度の関係、ア
クセルペダル操作量に見合う目標車速と、荷役レバー操
作量とエンジンスロットル開度の関係、つまり荷役レバ
ー操作量に見合う荷役作業速度が記憶してある。(Regarding storage device) The storage device 24 stores the relationship between the accelerator pedal operation amount and the engine throttle opening, the target vehicle speed corresponding to the accelerator pedal operation amount, and the relationship between the loading lever operation amount and the engine throttle opening, that is, the loading lever operation. The cargo handling speed corresponding to the quantity is stored.
【００２０】次に作動を説明する。 （単独荷役作業時）変速レバー３７が中立位置Ｎとな
り、前後進検出スイッチ３８より中立信号がＣＰＵ２３
に入力され、ＣＰＵ２３より第１・第２制御弁駆動回路
３１，３２にクラッチ切信号が入力されて前後進クラッ
チ圧制御弁２８，２９に圧力ゼロ信号を出力して前後進
クラッチ１０，１１の受圧室１０ａ，１１ａ内の油圧を
ゼロとして切状態とする。これにより変速機４はエンジ
ン出力を駆動輪７に伝達しなくなって車両は停止すると
同時にＣＰＵ２３は単独荷役作業であると判断する。Next, the operation will be described. (During unloading work) The shift lever 37 is set to the neutral position N, and a neutral signal is output from the forward / reverse detection switch 38 to the CPU 23.
And the CPU 23 inputs a clutch disengagement signal to the first and second control valve drive circuits 31 and 32 and outputs a zero pressure signal to the forward and backward clutch pressure control valves 28 and 29 to output the forward and backward clutches 10 and 11. The hydraulic pressure in the pressure receiving chambers 10a and 11a is set to zero to turn off. As a result, the transmission 4 stops transmitting the engine output to the drive wheels 7 and the vehicle stops, and at the same time, the CPU 23 determines that the operation is a single cargo handling operation.
【００２１】前述の状態で荷役レバー１９を操作して操
作弁１８を切換えてシリンダ１６に圧油を供給して作業
機１５を作動する。この時荷役レバー１９の操作量はス
トロークセンサ２０で検出されてＣＰＵ２３に入力さ
れ、ＣＰＵ２３は記憶装置２４に記憶された荷役レバー
操作量とエンジンスロットル開度の関係から入力された
荷役レバー操作量に応じたエンジンスロットル開度を選
択してスロットルアクチュエータ駆動回路４２に出力し
てスロットルアクチュエータ８を駆動し、選択したスロ
ットル開度としエンジン回転数を目標値とする。これに
より作業機油圧ポンプ１７の吐出量がコントロールされ
てシリンダ１６に供給される流量が増減するから作業機
１５の速度を荷役レバー操作量に見合う速度なる。In the above-described state, the operating lever 18 is operated to switch the operation valve 18 to supply the pressure oil to the cylinder 16 to operate the work machine 15. At this time, the operation amount of the cargo handling lever 19 is detected by the stroke sensor 20 and input to the CPU 23. The CPU 23 calculates the operation amount of the cargo handling lever input from the relationship between the operation amount of the cargo handling lever stored in the storage device 24 and the opening degree of the engine throttle. The corresponding engine throttle opening is selected and output to the throttle actuator drive circuit 42 to drive the throttle actuator 8 to set the selected throttle opening and the engine speed as the target value. As a result, the discharge amount of the work machine hydraulic pump 17 is controlled and the flow rate supplied to the cylinder 16 increases or decreases, so that the speed of the work machine 15 becomes a speed corresponding to the operation amount of the cargo handling lever.
【００２２】以上のようであるから荷役レバー操作量に
基づきエンジンスロットル開度を設定し、スロットルア
クチュエータ駆動回路４２よりスロットルアクチュエー
タ８を駆動制御する事でエンジン回転数をコントロール
するので、アクセルペダル操作なしに作業機速度を速く
出来るので、操作容易化が図れる。なお、変速レバー中
立時は一般のエンジン式フォークリフトと同様にアクセ
ルペダル操作によるエンジンスロットル制御も可能とし
てある。As described above, the engine throttle opening is set based on the operation amount of the cargo handling lever, and the engine speed is controlled by controlling the drive of the throttle actuator 8 by the throttle actuator drive circuit 42. Since the working machine speed can be increased, the operation can be facilitated. When the shift lever is in a neutral position, the engine throttle can be controlled by operating the accelerator pedal, similarly to a general engine type forklift.
【００２３】（単独走行時）ここで、単独走行時とは荷
役レバー１９の操作がない時及び走行制御切換スイッチ
４１がＯＮの時であり、それらによりＣＰＵ２３は単独
走行であると判断する。変速レバー３７を前進位置Ｆ又
は後進位置Ｒに操作することで前後進検出スイッチ３８
よりＣＰＵ２３に前進信号又は後信号が入力され、ＣＰ
Ｕ２３は第１又は第２制御弁駆動回路３１，３２に信号
を出力して前進クラッチ圧制御弁３０又は後進クラッチ
圧制御弁３１を切換えて前進クラッチ１０又は後進クラ
ッチ１１の受圧室１０ａ，１１ａに油圧ポンプ２６の吐
出圧油を供給してＯＮとする。これと同時にアクセルペ
ダル３９の操作量がストロークセンサ４０よりＣＰＵ２
３に入力され、記憶装置２４に記憶されたアクセルペダ
ル操作量とエンジンスロットル開度の関係よりＣＰＵ２
３に入力されたアクセルペダル操作量に基づいて前述と
同様にスロットル開度を制御してエンジン回転数をアク
セルペダル操作量に見合う目標回転数として走行する。
この時車速センサ１３より実車速がＣＰＵ２３に入力さ
れて実車速に応じて次にように制御される。(During single traveling) Here, the single traveling is when there is no operation of the cargo handling lever 19 and when the traveling control changeover switch 41 is ON, whereby the CPU 23 determines that the single traveling is performed. By operating the shift lever 37 to the forward position F or the reverse position R, the forward / reverse detection switch 38
The forward signal or the rear signal is input to the CPU 23 from the
U23 outputs a signal to the first or second control valve drive circuit 31, 32 to switch the forward clutch pressure control valve 30 or the reverse clutch pressure control valve 31 to the pressure receiving chambers 10a, 11a of the forward clutch 10 or the reverse clutch 11. The discharge pressure oil of the hydraulic pump 26 is supplied and turned on. At the same time, the operation amount of the accelerator pedal 39 is detected by the stroke sensor 40 from the CPU 2.
CPU 2 based on the relationship between the accelerator pedal operation amount and the engine throttle opening input to memory 3 and stored in storage device 24.
Based on the accelerator pedal operation amount input to 3, the throttle opening is controlled in the same manner as described above, and the vehicle runs with the engine rotational speed set to the target rotational speed corresponding to the accelerator pedal operation amount.
At this time, the actual vehicle speed is input to the CPU 23 from the vehicle speed sensor 13 and is controlled as follows according to the actual vehicle speed.
【００２４】予じめ設定した低速（微速走行時の車速）
以上の場合。アクセルペダル操作量による目標車速と車
速センサ１３で検出した実車速の差及び設定した単位時
間毎の車速の差の変化からエンジン１のスロットル開度
を制御して目標車速と実車速を一致させる。Low speed set in advance (vehicle speed at low speed)
More than that. The throttle opening of the engine 1 is controlled from the difference between the target vehicle speed based on the accelerator pedal operation amount and the actual vehicle speed detected by the vehicle speed sensor 13 and the change in the vehicle speed for each set unit time to match the target vehicle speed with the actual vehicle speed.
【００２５】前述の状態からアクセルペダル３９を離し
てブレーキペダル３５を操作した時にはブレーキ作動ス
イッチ３６よりブレーキ信号がＣＰＵ２３に入力され、
ＣＰＵ２３はスロットル閉信号を出力して前述と同様に
スロットル開度を制御してエンジン回転数を低下させ、
これによりエンジンブレーキが働くと同時にブレーキペ
ダル３５の操作により主ブレーキ１４が制動して車両は
減速される。車速が前述の予じめ設定した低速まで減速
したらＣＰＵ２３は第１又は第２制御弁駆動回路３１，
３２に低圧信号を出力して前進又は後進クラッチ圧制御
弁２８，２９を低圧側に作動して前進又は後進クラッチ
１０，１１の受圧室１０ａ，１１ａの油圧を低下して半
クラッチとし、駆動輪７の駆動力をなくし減速し易くす
る。When the accelerator pedal 39 is released from the state described above and the brake pedal 35 is operated, a brake signal is input from the brake operation switch 36 to the CPU 23.
The CPU 23 outputs a throttle close signal to control the throttle opening in the same manner as described above to reduce the engine speed,
As a result, the main brake 14 is braked by the operation of the brake pedal 35 at the same time that the engine brake operates, and the vehicle is decelerated. When the vehicle speed is reduced to the previously set low speed, the CPU 23 causes the first or second control valve drive circuit 31,
A low pressure signal is output to 32 and the forward or reverse clutch pressure control valves 28, 29 are operated to the low pressure side to lower the hydraulic pressure of the pressure receiving chambers 10a, 11a of the forward or reverse clutches 10, 11 to a half clutch, and drive wheels 7 to eliminate the driving force and facilitate deceleration.
【００２６】前述の予じめ設定した低速以下の場合。ア
クセルペダル３９の操作量が少なく車速が予め設定した
低速以下の場合には、アクセルペダル操作量に基づく目
標車速と実車速の差によりＣＰＵ２３がアクセルペダル
操作量に基づいて前述と同様にエンジンスロットル開度
制御及び前述と同様に前進又は後進クラッチ１０，１１
の受圧室１０ａ，１１ａ内の油圧制御してアクセルペダ
ル操作量に基づく目標車速とする。When the speed is lower than the previously set low speed. When the operation amount of the accelerator pedal 39 is small and the vehicle speed is equal to or lower than a preset low speed, the CPU 23 opens the engine throttle in the same manner as described above based on the accelerator pedal operation amount based on the difference between the target vehicle speed based on the accelerator pedal operation amount and the actual vehicle speed. Degree control and forward or reverse clutches 10 and 11 as described above.
The hydraulic pressure in the pressure receiving chambers 10a and 11a is controlled to set the target vehicle speed based on the accelerator pedal operation amount.
【００２７】単独走行で走行制御切換スイッチ４１がＯ
ＦＦ時。アクセルペダル３９を操作しなくても低速走行
が出来る通常のトルクコンバータ式変速機を備えた車両
の使い方も出来る様にアクセルペダル操作量に基づくス
ロットル開度になるようエンジンスロットル駆動制御を
行なう。つまり前後進クラッチ１０，１１の受圧室１０
ａ，１１ａの油圧コントロールをしない。アクセルペダ
ル３９を操作せず、ブレーキペダル３５を操作した場合
は前進又は後進クラッチ１０，１１の受圧室１０ａ，１
１ａの油圧を下げ、駆動力をなくして減速しやすくす
る。When the vehicle is traveling independently, the travel control changeover switch 41 is
At FF. Engine throttle drive control is performed so that the throttle opening is based on the accelerator pedal operation amount so that a vehicle equipped with a normal torque converter type transmission that can run at low speed without operating the accelerator pedal 39 can be used. That is, the pressure receiving chamber 10 of the forward / reverse clutches 10 and 11
a and 11a are not controlled. When the brake pedal 35 is operated without operating the accelerator pedal 39, the pressure receiving chambers 10a, 1 of the forward or reverse clutches 10, 11
The hydraulic pressure of 1a is reduced to eliminate the driving force and facilitate deceleration.
【００２８】走行兼荷役作業時。ストロークセンサ４０
よりのアクセルペダル操作量とストローク２０よりの荷
役レバー操作量とによりＣＰＵ２３は走行兼荷役作業と
判断し、エンジンスロットル開度を前述のように荷役レ
バー操作量に応じて制御してエンジン回転数を増減し荷
役作業速度を荷役レバー操作量に見合う速度とする。こ
の時の車速制御は前後進クラッチ１０，１１の伝達トル
クと補助ブレーキ１２の制動力で行なう。At the time of traveling and cargo handling work. Stroke sensor 40
The CPU 23 determines that the vehicle is in a running and cargo handling operation based on the operation amount of the accelerator pedal and the operation amount of the cargo lever from the stroke 20, and controls the engine throttle opening according to the operation amount of the cargo handling lever as described above to reduce the engine speed. Increase and decrease the cargo handling work speed to a speed commensurate with the amount of cargo handling lever operation. The vehicle speed control at this time is performed by the transmission torque of the forward / reverse clutches 10, 11 and the braking force of the auxiliary brake 12.
【００２９】次に車速制御を具体的に説明する。ＣＰＵ
２３はアクセルペダル操作量による目標車速と車速セン
サ１３の実車速の差およびタイマ２５で設定した単位時
間毎の車速差の変化から加速・減速・定速を判断する。Next, the vehicle speed control will be specifically described. CPU
23 determines acceleration / deceleration / constant speed from the difference between the target vehicle speed and the actual vehicle speed of the vehicle speed sensor 13 based on the accelerator pedal operation amount and the change in vehicle speed difference per unit time set by the timer 25.
【００３０】ＣＰＵ２３が加速と判断した時には第１又
は第２制御弁駆動回路３１，３２に増圧指令、第３制御
弁駆動回路３３に減圧指令を出力して前進又は後進クラ
ッチ圧制御弁２８，２９を圧力増方向に作動し、ブレー
キ圧制御弁３０を圧力減方向に作動して前進又は後進ク
ラッチ１０，１１の受圧室１０ａ，１１ａ内の油圧を高
めて伝達トルクを大とし、補助ブレーキ１２の受圧室１
２ａ内の油圧を低くして制動力を弱める。これにより、
エンジン１から駆動輪７に伝達するトルクが大となって
車両は加速される。When the CPU 23 determines that the vehicle is accelerating, it outputs a pressure increasing command to the first or second control valve driving circuit 31, 32 and a pressure reducing command to the third control valve driving circuit 33 to output the forward or reverse clutch pressure control valve 28, 29 is operated in the pressure increasing direction, and the brake pressure control valve 30 is operated in the pressure decreasing direction to increase the hydraulic pressure in the pressure receiving chambers 10a and 11a of the forward or reverse clutches 10 and 11 to increase the transmission torque and increase the auxiliary brake 12 Pressure receiving chamber 1
The hydraulic pressure in 2a is lowered to weaken the braking force. This allows
The torque transmitted from the engine 1 to the drive wheels 7 increases, and the vehicle is accelerated.
【００３１】ＣＰＵ２３が減速と判断した時には第１又
は第２制御弁駆動回路３１，３２に減圧指令、第３制御
弁駆動回路３３に増圧指令を出力して前進又は後進クラ
ッチ圧制御弁２８，２９を圧力減方向に作動し、ブレー
キ圧制御弁３０を圧力増方向に作動して前進又は後進ク
ラッチ１０，１１の受圧室１０ａ，１１ａ内の油圧を低
くし伝達トルクを小とし、補助ブレーキ１２の受圧室１
２ａ内の油圧を高くして制動力を強める。これにより、
エンジン１から駆動輪７に伝達するトルクが小となって
車両は減速される。When the CPU 23 determines that the vehicle is decelerating, it outputs a pressure reduction command to the first or second control valve drive circuit 31, 32 and a pressure increase command to the third control valve drive circuit 33 to output the forward or reverse clutch pressure control valve 28, 29 is operated in the pressure decreasing direction, the brake pressure control valve 30 is operated in the pressure increasing direction, the hydraulic pressure in the pressure receiving chambers 10a, 11a of the forward or reverse clutches 10, 11 is reduced to reduce the transmission torque, and the auxiliary brake 12 is operated. Pressure receiving chamber 1
The braking force is increased by increasing the hydraulic pressure in 2a. This allows
The torque transmitted from the engine 1 to the drive wheels 7 becomes small, and the vehicle is decelerated.
【００３２】ＣＰＵ２３が定速と判断した時にはその時
の出力信号を維持する。このようであるから、ブレーキ
ペダル３５を操作せずに車速をアクセルペダル操作量に
見合う車速に制御できる。When the CPU 23 determines that the speed is constant, the output signal at that time is maintained. As a result, the vehicle speed can be controlled to a value corresponding to the accelerator pedal operation amount without operating the brake pedal 35.
【００３３】[0033]
【発明の効果】トルクコンバータ３と油圧式の前後進ク
ラッチ１０，１１を持つ変速機４と車速制御専用の補助
ブレーキ１２を設け、走行兼荷業時には荷役作業速度
は、荷役レバー操作量にもとづくエンジンスロットル制
御により制御し、車速はエンジン回転数に関係なく、ア
クセルペダル操作量にもとづく目標車速になるように、
前後進クラッチ１０，１１の油圧制御と補助ブレーキ１
２の制動力制御により制御するから、応答性よく操作で
きるし、アクセルペダルの操作量を減少することでブレ
ーキペダルを操作することなしに減速できる。また、ト
ルクコンバータ３により、高低速変則切換なしに幅広い
速度調整が可能なため、前後進クラッチ１０，１１の受
圧室１０ａ，１１ａ内油圧制御による走行速度調整が円
滑に行なえるので、操作性、作業性が向上する。また、
車速制御専用の補助ブレーキ１２により、主ブレーキと
の回路の切り換えがなく応答性の良い走行速度制御が可
能となりし、主ブレーキは独立しているから補助ブレー
キの操作系に異常があっても確実に制動できる。ブレー
キ制御専用の補助ブレーキは、自己サーボ効果がなく制
御しやすいので、フィーリングのよい減速が可能とな
る。さらにブレーキ操作時、減速しやすいように変速機
４の前後進クラッチ１０，１１の受圧室１０ａ，１１ａ
の油圧を制御しているから操作性が向上する走行制御切
換スイッチ４１を切換えることでアクセルペダル操作な
しに微速走行が出来る通常のトルクコンバータ式変速機
の使い方もオペレータの使い勝手により選択可能であ
る。A transmission 4 having a torque converter 3 and hydraulic forward / reverse clutches 10 and 11 and an auxiliary brake 12 dedicated to vehicle speed control are provided, and the loading / unloading work speed during traveling and loading is based on the operation amount of the loading / unloading lever. Controlled by engine throttle control, the vehicle speed will be the target vehicle speed based on the accelerator pedal operation amount, regardless of the engine speed,
Hydraulic control of auxiliary clutches 10 and 11 and auxiliary brake 1
Since control is performed by the braking force control of No. 2, operation can be performed with good responsiveness, and by reducing the operation amount of the accelerator pedal, deceleration can be performed without operating the brake pedal. In addition, since the torque converter 3 allows a wide range of speed adjustment without switching between high and low speeds, the traveling speed can be smoothly adjusted by controlling the hydraulic pressure in the pressure receiving chambers 10a and 11a of the forward and backward clutches 10 and 11, thereby improving operability. Workability is improved. Also,
The auxiliary brake 12 dedicated to vehicle speed control enables responsive running speed control without switching the circuit with the main brake. The main brake is independent, so even if there is an abnormality in the operation system of the auxiliary brake, it is reliable. Can be braked. The auxiliary brake dedicated to brake control has no self-servo effect and is easy to control, so that a good feeling of deceleration is possible. In addition, the pressure receiving chambers 10a and 11a of the forward and backward clutches 10 and 11 of the transmission 4 can be easily decelerated during the braking operation.
By controlling the travel control changeover switch 41, which improves the operability because the hydraulic pressure is controlled, the use of a normal torque converter type transmission capable of running at a very low speed without operating the accelerator pedal can be selected by the operator's convenience.
【図１】本発明の実施例を示す全体構成説明図である。FIG. 1 is an explanatory diagram of the entire configuration showing an embodiment of the present invention.
１…エンジン、３…トルクコンバータ、４…変速機、７
…駆動輪、８…スロットルアクチュエータ、１０…前進
クラッチ、１０ａ…受圧室、１１…後進クラッチ、１１
ａ…受圧室、１２…補助ブレーキ、１３…車速センサ、
１４…主ブレーキ、１９…荷役レバー、２０…ストロー
クセンサ、２３…ＣＰＵ、３５…ブレーキペダル、３９
…アクセルペダル、４０…ストロークセンサ。DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Torque converter, 4 ... Transmission, 7
... drive wheels, 8 ... throttle actuator, 10 ... forward clutch, 10a ... pressure receiving chamber, 11 ... reverse clutch, 11
a: pressure receiving chamber, 12: auxiliary brake, 13: vehicle speed sensor,
14: Main brake, 19: Loading lever, 20: Stroke sensor, 23: CPU, 35: Brake pedal, 39
... accelerator pedal, 40 ... stroke sensor.
Claims (2)
を介して駆動輪７に伝達する油圧式の前・後進クラッチ
１０，１１を持った変速機４と、 前進・後進クラッチ１０，１１の受圧室１０ａ，１１ａ
内の油圧を増減して接続状態を調整する制御弁と、 アクセルペダル操作量検出手段と、 アクセルペダル操作量に対する目標車速設定手段と、 車両の車速検出手段と、 エンジン回転数検出手段と、 エンジンスロットルアクチュエータと、 荷役レバー操作量検出手段と、 ブレーキペダル３５で作動する主ブレーキ４の他に独立
して設けた補助ブレーキ１２と、 補助ブレーキ制動力を調整する制御弁と、 アクセルペダル３９で設定する目標車速と実車速の差お
よび速度差の変化により前後進クラッチの接続状態とブ
レーキ制動力を各々の制御弁で調整する制御手段と、 荷役レバー操作量によりエンジンスロットルアクチュエ
ータを駆動する制御手段と、 荷役レバー操作量、アクセルペダル操作量、実車速、エ
ンジン回転数にもとづき、アクセルペダル操作量による
エンジンスロットル制御から荷役レバー操作量によるエ
ンジンスロットル制御への切換え、およびアクセルペダ
ル操作量にもとづく前後進クラッチの接続状態とブレー
キ制動力制御による車速制御からエンジンスロットル制
御による車速制御へ切換える手段とより成る産業車両の
荷役及び走行制御装置。An output of an engine is output from a torque converter.
A transmission 4 having hydraulic front / reverse clutches 10 and 11 for transmitting to the drive wheels 7 via the transmission, and pressure receiving chambers 10a and 11a of the forward / reverse clutches 10 and 11
Control valve for adjusting the connection state by increasing or decreasing the hydraulic pressure in the vehicle, accelerator pedal operation amount detecting means, target vehicle speed setting means for the accelerator pedal operation amount, vehicle speed detecting means, engine speed detecting means, engine A throttle actuator, a loading lever operation amount detecting means, an auxiliary brake 12 independently provided in addition to the main brake 4 operated by the brake pedal 35, a control valve for adjusting the auxiliary brake braking force, and an accelerator pedal 39 Control means for adjusting the connection state of the forward / reverse clutch and the brake braking force with each control valve based on a difference between the target vehicle speed and the actual vehicle speed and a change in the speed difference, and a control means for driving the engine throttle actuator by the operation amount of the loading / unloading lever. , Based on the operation amount of the cargo handling lever, the operation amount of the accelerator pedal, the actual vehicle speed, and the engine speed, Switching from engine throttle control based on the operation amount of the pedal to engine throttle control based on the operation amount of the loading / unloading lever, and switching from vehicle speed control based on the connected state of the forward / reverse clutch and brake braking force control based on the accelerator pedal operation amount to vehicle speed control based on the engine throttle control Cargo handling and running control device for industrial vehicles, comprising:
ペダル操作量、荷役レバー操作量、エンジン回転数から
前後進クラッチ１０，１１の受圧室１０ａ，１１ａ内の
油圧を制御する手段と、 走行制御切換スイッチ４１により、走行制御パターンを
切換える手段を設けた請求項１記載の産業車両の荷役及
び走行制御装置。2. A means for controlling the hydraulic pressure in the pressure receiving chambers 10a and 11a of the forward and backward clutches 10 and 11 based on the vehicle speed, accelerator pedal operation amount, cargo handling lever operation amount and engine speed when the brake pedal is operated, and a travel control changeover switch. 2. The cargo handling and travel control device for an industrial vehicle according to claim 1, wherein means for switching the travel control pattern is provided by 41.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3819693A JP2811523B2 (en) | 1993-02-26 | 1993-02-26 | Industrial vehicle cargo handling and travel control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3819693A JP2811523B2 (en) | 1993-02-26 | 1993-02-26 | Industrial vehicle cargo handling and travel control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06247190A JPH06247190A (en) | 1994-09-06 |
| JP2811523B2 true JP2811523B2 (en) | 1998-10-15 |
Family
ID=12518607
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3819693A Expired - Fee Related JP2811523B2 (en) | 1993-02-26 | 1993-02-26 | Industrial vehicle cargo handling and travel control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2811523B2 (en) |
Cited By (1)
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|---|---|---|---|---|
| KR101505488B1 (en) * | 2014-10-06 | 2015-03-25 | (주)엠에스정밀 | Device and method for controlling transmission output speed of construction machinery |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3799903B2 (en) | 1999-02-24 | 2006-07-19 | 株式会社豊田自動織機 | Industrial vehicle parking brake device |
| US6782961B1 (en) | 1999-10-18 | 2004-08-31 | Kabushiki Kaisha Toyoda Jidoshokki Seisakusho | Driving control apparatus for industrial vehicle |
| JP4524819B2 (en) * | 1999-10-18 | 2010-08-18 | 株式会社豊田自動織機 | Industrial vehicle creep travel control device |
| JP4060537B2 (en) * | 2001-02-07 | 2008-03-12 | 株式会社エクセディ | Auxiliary brake system for vehicles |
| US8135531B2 (en) | 2002-06-12 | 2012-03-13 | Nmhg Oregon, Llc | Predictive vehicle controller |
| US6684148B2 (en) | 2002-06-12 | 2004-01-27 | Nacco Materials Handling Group, Inc. | Transmission control system |
| US7974760B2 (en) | 2003-10-20 | 2011-07-05 | Nmhg Oregon, Inc. | Advanced power-shift transmission control system |
| US8775039B2 (en) | 2003-10-20 | 2014-07-08 | Nmhg Oregon, Llc | Dynamically adjustable inch/brake overlap for vehicle transmission control |
| JP2006273514A (en) | 2005-03-29 | 2006-10-12 | Toyota Industries Corp | Hybrid type fork lift |
| DE102006027866A1 (en) * | 2006-06-16 | 2008-01-24 | Zf Friedrichshafen Ag | Method for controlling a shunting mode of a motor vehicle |
| CN102826000B (en) * | 2012-08-17 | 2016-04-06 | 湖南三一港口设备有限公司 | Vehicle hybrid system and container stacking machine |
-
1993
- 1993-02-26 JP JP3819693A patent/JP2811523B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101505488B1 (en) * | 2014-10-06 | 2015-03-25 | (주)엠에스정밀 | Device and method for controlling transmission output speed of construction machinery |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH06247190A (en) | 1994-09-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |