GB2395698A - Drive control of plural steering mode truck - Google Patents
Drive control of plural steering mode truck Download PDFInfo
- Publication number
- GB2395698A GB2395698A GB0324770A GB0324770A GB2395698A GB 2395698 A GB2395698 A GB 2395698A GB 0324770 A GB0324770 A GB 0324770A GB 0324770 A GB0324770 A GB 0324770A GB 2395698 A GB2395698 A GB 2395698A
- Authority
- GB
- United Kingdom
- Prior art keywords
- steering
- travel
- controller
- wheels
- parameters
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1509—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels with different steering modes, e.g. crab-steering, or steering specially adapted for reversing of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D9/00—Steering deflectable wheels not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
- B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
- B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
- B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
- B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
- B66F9/075—Constructional features or details
- B66F9/07568—Steering arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/15—Fork lift trucks, Industrial trucks
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Structural Engineering (AREA)
- Civil Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Geology (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
A method of drive control for an industrial truck comprises a steering controller (28 fig 2) providing a travel controller (42 fig 2) with a value or set of values for at least one parameter corresponding to a particular steering mode, via a bus (46 fig 2). The method may comprise brake control. The parameters may include a maximum speed, maximum acceleration and parameters related to braking time. The truck typically comprises a vehicle body 14, a driving wheel 12, two other wheels 16, 18, and load carrying arms 20, 22. All of the wheels 12, 16, 18 may pivot in accordance with a particular mode.
Description
A Method And Device For Steering An Industrial Truck The present invention
relates to a method and device for steering an indus-
trial truck.
DE 43 03 342 has made known a steering device for end loading and side loading fork trucks which are provided with several vehicle axes steerable independently of each other and have associated therewith a servomotor each. As a servo-motor, a high-speed electric motor is provided which is geared down very much via a set of gears. The control signals for the servomotors are generated by a steering computer each.
WO 93/02906 has made known a vehicle having steerable front and rear wheels which has a multiplicity of control modes. The suggestion for a shift from one control mode over to another control mode is that such wheels be shifted over by groups each. This allows to shift from one steering mode over to the next one during a travel.
DE 39 42 494 has made known a rear-wheel steering assembly for a four-
wheel steered vehicle. For a correction of the straight-forward travel, a measuring device is provided which detects the front-wheel steering force, front-wheel lateral force, and lateral acceleration of the vehicle. The correction of the wheel positions is made in such a way that these forces and the lateral acceleration substantially are zero. GB 2 232 941 A has made known a steering device for a motor vehicle. In the motor vehicle, the rear wheels are calculated depending on the steering angle for the front wheels and the vehicle speed. For a consideration of the speed, the rotational speed is measured for the front and rear wheels. The steering angle lock for the rear wheels is controlled in dependence on the quotient of speeds. The steering-angle lock for the rear wheels is controlled in dependence on the quotient of speeds.
DE 39 11 453 Al has made known a rear-wheel steering device in which the rear wheels of the vehicle are biased by springs to a neutral position to steer them. A rear-wheel steering mechanism regulates the rear wheels against this resistance.
EP O 512 591 has made known a rear-wheel steering device in which either the left-hand or the right-hand rear wheel is controlled in dependence on the steering angle lock of the front wheel.
It is the object of the invention to provide an industrial truck the steering device of which allows for reliable and safe operation in the different steering modes of operation.
According to the invention, the object is achieved by the features of claim 1.
Advantageous aspects form the subject matter of the dependent claims.
The method relates to industrial trucks having three or more steerable wheels which can be brought into different steering modes of operation by at least one steering controller. An example of such a steering mode of operation is the normal travel at which all of the wheels are oriented at 0 to the vehicle's longitudinal direction and only one driving wheel is controlled for steering the industrial truck. It is contrasted, for example, by the modified normal travel at which all of the wheels are also oriented at 0 to the vehicle's longitudinal direction, but four- wheel steering is effected. Further, the industrial truck has a travel controller which carries out a control of the drive according to the preset values. The steering and travel controllers belong to a control for the industrial truck. The control can have physically separated control units or can be integrated into a control unit. Further, a control unit such as the steering controller can serve as a higher-rank control.
According to the invention, each steering mode of operation has associated therewith a set of at least one travel parameter. The travel controller uses the set associated with the actual steering mode of operation to control the drive and/or brake of the industrial truck. The advantage of the invention is that the operator of the industrial truck, in a cost-effective way, is automatically supplied only with
those travel parameters which ensure a safe running performance. The controllability and, hence, the safety of the vehicle are improved by selecting the sets of the travel parameters, thereby reducing the hazard of accidents. Since the solution can be implemented into existing controls no additional costs will accrue.
In a preferred continuation aspect of the inventive method, each set of travel parameters contains the maximum speed, as a parameter. It is preferred to additionally provide a maximum acceleration, as a travel parameter. In another advantageous aspect, the set of travel parameters also contains values of the delay, particularly values for the reversing brake and/or coasting brake. In addition, the parameters for the steeringwheel gear ratio and emergency stop inclines may also differ. The limitation of travel parameters to maximum values for the speed, acceleration and/or delay serves the purpose of avoiding an overload or instable positions of the industrial truck in certain steering modes of operation.
In one steering mode of operation, the wheels have a basic position in which the industrial trucks substantially turns in place. The respective set of travel parameters limit the maximum speed for the drive, preferably to a speed of about 4 krnJh. The limitation of speed ensures that the centrifugal forces acting on the driver and load do not become too large. In this steering mode of operation, acceleration is limited to 5 and the delay to 3 on a scale ranging from O to 9.
The inventive object is also achieved by a device for steering the industrial truck which has a steering control and a travel control. The steering control and travel control are preferably interconnected via a data bus to exchange data and control signals. In the inventive device, the steering control sends a signal which, when received by the travel control, signals to it what the steering mode of operation is and, hence, which set of travel parameters is provided to control the drive. In other words, this means that the travel control works independently of the actual steering mode of operation.
In a preferred aspect, the steering controller for the driving wheel generates the signals for the Gavel controller. In a preferred aspect, a CAN bus is provided as a data bus.
In another steering mode of operation in which the basic setting of all wheels is 90 crosswise to the vehicle's longitudinal direction the respective set of travel parameters have a maximum acceleration value. Since the driven wheel is located off the centre very much in the steering mode of operation, which is also referred to as cross-line travel, twists and torsions of the vehicle body can occur because of the mass inertia during a heavy acceleration. To avoid them, the maximum acceleration is limited during cross-line travels. It is preferred that the steering gear ratio be increased to prevent the vehicle from responding too sensitively to a steering wheel lock. The inventive method will be described in more detail below with reference to the Figures that follow. In the Figures, Figs. la- le show basic settings of the wheels for various steering modes of operation, and Fig. 2 shows a block diagram of the control.
Figs la through le schematically show a view of an industrial truck 10 with a driving wheel 12 in the vehicle body 14. Steerable load-carrying wheels 16 and 18 are also provided on the load-carrying arms 20 and 22.
Fig. 1 a shows the normal travel during which the driving wheel and the load-
carrying wheels enclose 0 to the vehicle's longitudinal direction A, in the basic position. Steering is exclusively performed via the driving wheel during the normal travel. The steering angle is limited to + 95 here or 360 continuous steering is performed. Fig. lb shows the basic position for a modified normal travel which does not differ from the basic position of the normal travel in Fig. la. In the normal travel, however, four-wheel steering is done in the arrangement shown by the double-ended
arrows. The steering angles of the driving wheels and load-carrying wheels are individually regulated here, depending on the steering-angle lock in order to achieve a manoeuvrability as high as possible within a very close space. The steering-angle lock is + 95 here or 360 continuous steering is performed.
Fig. to shows the basic position for the cross-line travel during which the driving wheel and load-carrying wheels are positioned at 90 crosswise to the vehicle's longitudinal direction. As is indicated by the double-ended arrows steering is done via the load-carrying wheels with the steering controller, taking into account the direction of travel and the existing wheel position, makes a distinction as to whether carry out a wheel position change to the left or right. Left and right each refer to the line of sight towards the load picked up from the operator's place, i.e. from the vehicle body to the load-carrying arms.
Fig. id shows the basic position of the wheels for the diagonal-line travel to the right. All wheels are turned in rightwards by 45 with respect to the "normal travel" basic position. As is indicated by the double-ended arrows four-wheel steering is done with the steering angle of the driving wheel and load-carrying wheels being different, depending on the steering-angle lock. In correspondence to the diagonal-line travel to the right, there is a further steering mode of operation in which all wheels are turned in leftwards by 45 , in the basic setting.
The case not shown is the parallel travel during which the wheels are aligned with the vehicle's longitudinal direction, in the basic position. Like during the modified normal travel, four-wheel steering is also done during the parallel travel.
However, steering is done here so as to move all of the three wheels through the same steering angle. The parallel-travel steering mode of operation allows to move the vehicle in the diagonal and cross directions with no turn of the vehicle's longitudinal axis.
Fig. le shows the steering mode of operation which allows a turn within a minimum space. The driving wheel is located crosswise to the vehicle's longitudinal
direction and the load-carrying wheels are positioned so that the industrial truck moves about a centre of rotation M located between the wheels. The steering wheel is inactive here.
Fig. 2 shows a block diagram for the flow of the control. The control for an industrial truck including two load-carrying wheels and one driving wheel has three independent steering controllers 24, 26, 28. The steering controllers 24 to 28 provide one wheel each. The setpoints for the steering angles are calculated in a central control unit. The control unit has provided thereto the actual steering-wheel position which is determined by a setpoint sensor system 34. In an advantageous aspect, this control is integrated into one of the steering controllers.
Also provided to the control unit 30 is the accelerator pedal position 36 via a potentiometer 38. Such data are processed according to an actual set of travel parameters in a travel controller 42.
In the example, the set of travel parameters is not predetermined by the central control unit 30, but the steering controller 28 for the driving wheel supplies a so-called CAN telegram 44 which is distributed by the CAN bus 46. However, it is also possible for the steering controller 28 to serve as a master for the other steering controllers and possibly as a travel controller, too, thereby assuming the mission of the control unit 30. CAN bus means Controlled Area Network bus here. Via the data line 48, the message for the actual steering mode of operation arrives at the travel controller 40. The travel controller 40, responding to the message for the actual steering mode of operation, selects the respective set of travel parameters.
The travel parameters comprise: speed of travel, acceleration, reversing brake, and coasting brake. One or a plurality of travel parameters may prove to differ in the different sets of travel parameters. Likewise, it is possible that several steering modes of operation make use of the same set of travel parameters. The steering mode of operation "Turning within a minimum space" limits the speed of travel to about 4 km/in to confine the resultant centrifugal forces to the driver and the
load. At the same time, the acceleration of the industrial truck and the speed of travel are limited to about 8.5 km/in in the cross-travel mode of operation. A maximum speed of travel which is about 12 km/in is allowed for the normal travel.
By way of example, a set of travel parameters is indicated below for the steering modes of operation of a travel in a circle, normal travel, modified normal travel, cross travel, parallel travel, and diagonal travel, as an example each. Each set of parameters comprises the following magnitudes: acceleration, coasting brake, reversing brake, speed of travel, emergency stop incline, and steering-wheel gear ratio. The emergency stop incline and the steering-wheel gear ratio are two different delays each while the absolute magnitudes, i.e. km/in, are predetermined for the maximum speed of travel in the travel parameters. AISO7 the steering-wheel gear ratio is given as a correct gear ratio, as a travel parameter. The acceleration, delay with the coasting brake and reversing brake as well as the emergency stop incline are given as parameters on a scale ranging from 0 to 9. Pararneterisation has the advantage that the values are predetermined and set independently of the drive, battery and the like. The emergency stop incline is a travel parameter which indicates the intensity at which braking is to be done in an emergency case.
The sets of parameters are indicated, by way of example, for the different steering modes of operation:
Steering mode Acce- Coasting Reversing Speed Emergency Steering of operation leration brake brake stop ramp wheel _i Travel in circle max. 5 max. 3 max. 5 4.0 max. 3 O Normal travel max. 9 max. 9 max. 9 11.5 max. 9 1: 5 Modified normal travel max. 9 max. 9 max. 9 11.5 max. 9 1: 5 Cross travel max. 3 max. 2 max. 2 8.5 max. O 1: 10 Parallel travel max. 4 max. 3 max. 4 8.5 max. 3 1: 5 Diagonal travel, LH max. 4 max. 3 max. 4 8.5 max. 3 1: 5 Diagonal travel, RH max. 4 max. 3 max. 4 8.5 Max. 3 1: 5
Claims (11)
1. A method for steering an industrial truck, comprising a control unit which has at least a steering controller and a travel controller wherein the steering controller has different steering modes of operation for three or four steerable wheels in which the wheels to be steered are controlled, starting from a basic position, characterized in that - each steering mode of operation has associated therewith a set of at least one travel parameter, and - the travel controller uses the set associated with the actual steering mode of operation to control the drive and/or brake of the industrial truck.
2. The method according to claim 1, characterized in that each set of travel parameters has a maximum speed, as a parameter.
3. The method according to claim 2, characterized in that each set of travel parameters additionally has a maximum acceleration.
4. The method according to claim 2 or 3, characterized in that each set of travel parameters additionally has values of the maximum delay, particularly for a reversing brake and/or coasting brake.
5. The method according to any one of claims 1 to 4, characterized in that the wheels have a basic position in one of the steering modes of operation such that they turn in place with the respective set of travel parameters limiting the maximum speed.
6. The method according to claim 5, characterized in that the maximum speed is limited to about 4 krn/.
7. The method according to any one of claims 1 to 6, characterized in that the travel parameters have a maximum acceleration value in a steering mode of operation in the basic setting of which all wheels are positioned at 90 cross-
wise to the vehicle's longitudinal direction.
8. The method according to any one of claims 1 to 7, characterized in that the travel parameters increase the steering wheel gear ratio in the steering mode of operation in the basic setting of which all wheels are positioned at 90 crosswise to the vehicle's longitudinal direction.
9. A device for steering an industrial truck with at least one steering controller and one travel controller which are preferably interconnected via a data bus with the steering controller providing a signal which, when received by the travel controller, signals to it which set of parameters is provided in controlling the drive.
10. The method according to claim 9, characterized in that the steering controller setting one driving wheel generates the signals for the travel controller.
11. The method according to claim 8 or 9, characterized in that a CAN bus is provided as a data bus.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10250764A DE10250764C5 (en) | 2002-10-29 | 2002-10-29 | Method and device for steering an industrial truck |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB0324770D0 GB0324770D0 (en) | 2003-11-26 |
| GB2395698A true GB2395698A (en) | 2004-06-02 |
| GB2395698B GB2395698B (en) | 2006-03-08 |
Family
ID=29594649
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB0324770A Expired - Fee Related GB2395698B (en) | 2002-10-29 | 2003-10-23 | A method and device for steering an industrial truck |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP3881978B2 (en) |
| DE (1) | DE10250764C5 (en) |
| FR (1) | FR2846645B1 (en) |
| GB (1) | GB2395698B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20160347363A1 (en) * | 2014-01-28 | 2016-12-01 | Noblelift Equipment Joint Stock Co., Ltd. | Industrial vehicle capable of driving in four directions and traveling mechanism for such industrial vehicle |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004055282A1 (en) * | 2004-11-16 | 2006-06-01 | Mobil Elektronik Gmbh | Steering system for vehicle |
| JP2008143449A (en) * | 2006-12-13 | 2008-06-26 | Nihon Bisoh Co Ltd | Working machine lifting and supporting truck device for structure and its operation method |
| DE102016123104A1 (en) * | 2016-11-30 | 2018-05-30 | Jungheinrich Aktiengesellschaft | Industrial truck with a brake control |
| DE102018107430A1 (en) | 2018-03-28 | 2019-10-02 | Dimos Maschinenbau Gmbh | transport vehicle |
| DE102019102182A1 (en) * | 2019-01-29 | 2020-07-30 | Jungheinrich Aktiengesellschaft | Industrial truck with a multi-wheel chassis |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5155684A (en) * | 1988-10-25 | 1992-10-13 | Tennant Company | Guiding an unmanned vehicle by reference to overhead features |
| GB2369333A (en) * | 2000-11-28 | 2002-05-29 | Nippon Yusoki Co Ltd | Forklift truck steering mode control |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2651594A1 (en) * | 1976-11-12 | 1978-05-24 | Bengel Friedrich | FORKLIFT |
| JP2679803B2 (en) * | 1988-04-08 | 1997-11-19 | マツダ株式会社 | Vehicle rear wheel steering system |
| GB2228460B (en) * | 1988-12-22 | 1993-01-06 | Fuji Heavy Ind Ltd | Rear-wheel steering system for four-wheel steering vehicle |
| JPH035680U (en) * | 1989-06-06 | 1991-01-21 | ||
| US5195601A (en) * | 1991-05-02 | 1993-03-23 | General Motors Corporation | Independent rear wheel toe-in control in a vehicle four wheel steering system |
| EP0595809B1 (en) * | 1991-07-29 | 1995-09-13 | Caterpillar Inc. | Electronic steering control |
| DE4303342A1 (en) * | 1993-02-05 | 1994-08-11 | Baumann R & Co | Steering device for a vehicle |
| EP0625478B1 (en) * | 1993-05-18 | 1997-11-12 | Nippon Yusoki Co.,Ltd | Reach type fork lift |
| DE10056553A1 (en) * | 1999-11-16 | 2001-05-17 | Nippon Yusoki Co Ltd | Central processing unit for control of forklift truck deduces speed and acceleration from engine revolutions for forklift truck main body and counter to record revolutions |
| DE19960587B4 (en) * | 1999-12-15 | 2009-06-04 | Jungheinrich Moosburg Gmbh | Industrial truck (documents given for P 199 60 359.6) |
| DE20114962U1 (en) * | 2000-03-20 | 2002-03-28 | Hubtex Maschb Gmbh & Co Kg | Multi-way trucks |
| DE20102877U1 (en) * | 2001-02-19 | 2002-06-20 | Hubtex Maschb Gmbh & Co Kg | Reusable transport vehicle, in particular reusable forklift |
-
2002
- 2002-10-29 DE DE10250764A patent/DE10250764C5/en not_active Expired - Lifetime
-
2003
- 2003-10-23 GB GB0324770A patent/GB2395698B/en not_active Expired - Fee Related
- 2003-10-28 FR FR0312570A patent/FR2846645B1/en not_active Expired - Lifetime
- 2003-10-28 JP JP2003367563A patent/JP3881978B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5155684A (en) * | 1988-10-25 | 1992-10-13 | Tennant Company | Guiding an unmanned vehicle by reference to overhead features |
| GB2369333A (en) * | 2000-11-28 | 2002-05-29 | Nippon Yusoki Co Ltd | Forklift truck steering mode control |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20160347363A1 (en) * | 2014-01-28 | 2016-12-01 | Noblelift Equipment Joint Stock Co., Ltd. | Industrial vehicle capable of driving in four directions and traveling mechanism for such industrial vehicle |
| US9963167B2 (en) * | 2014-01-28 | 2018-05-08 | Noblelift Intelligent Equipment Co., Ltd. | Industrial vehicle capable of driving in four directions and traveling mechanism for such industrial vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2004149117A (en) | 2004-05-27 |
| FR2846645B1 (en) | 2006-05-12 |
| GB2395698B (en) | 2006-03-08 |
| JP3881978B2 (en) | 2007-02-14 |
| FR2846645A1 (en) | 2004-05-07 |
| DE10250764C5 (en) | 2009-07-02 |
| GB0324770D0 (en) | 2003-11-26 |
| DE10250764B3 (en) | 2004-03-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP2872376B1 (en) | Steering and control systems for a three-wheeled vehicle | |
| US8256780B2 (en) | Vehicle steering device | |
| CN103978971A (en) | Methods of controlling four-wheel steered vehicles | |
| CN111152661A (en) | Failure control method for electric drive system of four-wheel distributed drive passenger car | |
| CN103978972A (en) | Four-wheel steered vehicle and torque distribution control methods for same | |
| CN115003586B (en) | Method for controlling a motor vehicle at low speed by means of differential drive torque at the rear axle | |
| JPS62125952A (en) | All-wheel independent steering gear | |
| CN110667586A (en) | Control device for four-wheel drive vehicle | |
| EP3674172A1 (en) | Car control method and system | |
| GB2395698A (en) | Drive control of plural steering mode truck | |
| EP2236393B1 (en) | Rear wheel toe angle control system | |
| JPH10138894A (en) | Automatic brake control device for vehicle | |
| JP4141314B2 (en) | Travel restriction device for omnidirectional steering forklift | |
| JPWO2010116605A1 (en) | Rear wheel toe angle control device for vehicle | |
| JP2007085405A (en) | Travel stabilizing device for hydraulic drive type working vehicle | |
| JPH04310468A (en) | Rear wheel steering mechanism for vehicle | |
| JP2004034966A (en) | Electric device for parking brake | |
| EP1342609A1 (en) | Steering mechanism of electric car | |
| JP6020097B2 (en) | Vehicle travel control device | |
| JP4349204B2 (en) | Left and right independent drive type vehicle | |
| JPS63219482A (en) | Rear wheel steering device for automobile | |
| JPH07108949A (en) | Integrated control device for vehicle | |
| US11097766B2 (en) | Actuating part and control for a motor vehicle | |
| JP2933697B2 (en) | Vehicle rear wheel steering system | |
| Bulatovsky et al. | Four-Wheel Steering System |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20201023 |