EP2674387A1 - Industrielastkraftwagen mit verbesserter Kurvenfahrtsteuerung - Google Patents

Industrielastkraftwagen mit verbesserter Kurvenfahrtsteuerung Download PDF

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Publication number
EP2674387A1
EP2674387A1 EP12171608.8A EP12171608A EP2674387A1 EP 2674387 A1 EP2674387 A1 EP 2674387A1 EP 12171608 A EP12171608 A EP 12171608A EP 2674387 A1 EP2674387 A1 EP 2674387A1
Authority
EP
European Patent Office
Prior art keywords
steering angle
steering
angular velocity
permissible maximum
travelling speed
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
Application number
EP12171608.8A
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English (en)
French (fr)
Other versions
EP2674387B1 (de
EP2674387B8 (de
Inventor
Dan Ulmestrand
Mats Bengtsson
Jim Henriksson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Logisnext Europe AB
Original Assignee
Atlet AB
Priority date (The priority date 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 date listed.)
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Publication date
Application filed by Atlet AB filed Critical Atlet AB
Priority to EP12171608.8A priority Critical patent/EP2674387B8/de
Publication of EP2674387A1 publication Critical patent/EP2674387A1/de
Publication of EP2674387B1 publication Critical patent/EP2674387B1/de
Application granted granted Critical
Publication of EP2674387B8 publication Critical patent/EP2674387B8/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • 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
    • B66F9/20—Means for actuating or controlling masts, platforms, or forks
    • B66F9/24—Electrical devices or systems

Definitions

  • the present invention relates to an industrial truck, and in particular a fork lift truck, and to a method for controlling a fork lift truck.
  • a general object of the present invention is to provide an improved industrial truck, and a corresponding method for operating such an industrial truck, at least partly alleviating the above-discussed problems. This and other objects are achieved through an industrial truck and a method for controlling such an industrial truck according to the appended claims.
  • an industrial truck comprising:
  • the present invention is based on the realization made by the present inventors that even though effective from a safety point of view, reduction of travel speed solely based on the steering angle often unnecessarily restricts the speed too much. However, by also taking the angular velocity into consideration, a much better performance and productivity can be achieved, while maintaining the same high level of safety.
  • the steerable wheel is turned quickly, with a high angular velocity, when going into a corner or curve.
  • This is also a situation in which the safety risks are relatively high.
  • a large reduction in permissible maximum travelling speed will be achieved in this situation, thereby increasing safety.
  • the angular velocity is normally much lower, and also the safety risks are lower.
  • a driver typically reduces speed when driving through a curve - and to other speed regulation systems, e.g. limiting the speed based on steering angle solely.
  • a higher maximum permissible travelling speed will be obtained in this situation, which does not compromise the safety, but which significantly improves productivity.
  • a high safety level is maintained during quick evasive maneuvers and the like.
  • the present invention may be used for various types of trucks, such as reach trucks, stackers, order pickers, counterweight fork-lift trucks, pedestrian controlled trucks etc. It is particularly useful for rider-controlled trucks, where the operator is seated or standing in the truck during driving.
  • the present invention can be used together with various types of steering systems.
  • the steering system may be a mechanical steering system, a hydraulic servo assisted steering system, an electrically servo assisted steering system, or a fully electronic steering ("steer by wire") system.
  • the present invention is particularly suitable for use in connection with the latter, fully electronic steering systems, since sensors useable to determine steering angle and angular velocity are already present in such systems.
  • a steer by wire system typically comprises a steerable wheel steerable via a steering transmitter connected to the steering control, and an electric or electro-hydraulic steering device actuated by the steering transmitter.
  • steering angle refers to the angle between a direction of a steerable wheel relative to a default forward and/or rearward driving direction of the industrial truck.
  • the steering angle is defined in relation to the default forward direction when the truck is moved in a forward direction, and in relation to the default rearward direction when moving in a rearward direction.
  • the default forward and rearward direction normally correspond to a longitudinal length direction of the truck, and are also directed essentially perpendicular to wheel axes of non-steerable wheels.
  • a controller may issue a speed limit signal, and this signal may be used in conjunction with signals related to speed and acceleration desired by the rider, or operator, to be connected to the traction motor control system so that truck speed ordinarily cannot exceed the speed represented by the instantaneous speed limit signal.
  • the speed limit signal representing the permissible maximum travelling speed, is determined by the controller based on input signals related to steering angle and angular velocity.
  • the operator ordinarily will indicate a desire for an increase or a decrease in speed by his manual positioning of a control handle, a pedal or the like.
  • Vehicle travel may occur at any speed less than that represented by the instantaneous speed limit, or even at zero speed, if such a lesser speed is requested by the operator input signal. If a requested speed exceeds the instantaneous speed limit, the controller will hinder the speed from rising above the instantaneous speed limit. Further, if the instantaneous speed limit is lowered, the instantaneous speed limit signal may be lower than the present travel speed of the truck. In this case, the traction motor system either be operated to immediately reduce the speed of the truck to again be at or lower than the instantaneous speed limit, e.g. by braking the truck.
  • the traction motor system may be controlled so that there is a reduction of tractive effort, but in no decelerating force other than that provided by motor, gearing, and tire friction, so that the truck will gradually move at a descending speed until the truck speed reaches the new instantaneous speed limit.
  • the steering angle detection means may be a sensor arranged to directly detect the steering angle of the steerable wheel. Such sensors are per se known, and may provide a signal in real-time indicative of the current steering angle. However, preferably the steering angle is detected indirectly, via the operator control.
  • the steering control comprises a movable control, such as a hand wheel (steering wheel), a handlebar or a joy stick. Each position of the moveable control may correspond to a specific steering angle. This may be referred to as a position regulation.
  • the sensor may determine the angular velocity and the direction of movements of the moveable control, and control the steerable wheel accordingly. This may be referred to as velocity regulation. To this end, it is for example feasible to use a two channel phase delayed incremental sensor.
  • the steering angle detection means may be a sensor arranged to indirectly detect the steering angle of the steerable wheel by detection of a moved position of the moveable control. By detecting the movement of the moveable control rather than the steerable wheel, it is possible to detect movements earlier, and thus react to changes faster. Further, in many types of steering systems, such as in a steer by wire system, such sensors are already present, and can easily be made use of also for this additional purpose.
  • the angular velocity determination means may also be a sensor connected directly to the steerable wheel, or to a sensor connected to the moveable control unit, for indirect determination of the angular velocity.
  • the permissible maximum travelling speed is controllable in dependence of the steering angle of the steerable wheel in accordance with at least one curve defining a relationship between the permissible maximum travelling speed on one axis and the steering angle on another axis.
  • a first steering angle range from zero and up to a first predetermined steering angle, in which range the industrial truck is operable at a maximum speed
  • a second steering angle range from a second predetermined steering angle and up to a maximal steering angle, in which range the industrial truck is operable at a reduced permissible maximum travelling speed
  • a transition steering angle range between the first and second predetermined steering angles in which range the permissible maximum travelling speed is continuously controllable in correlation with the steering angle.
  • the curve thus has the shape of a straight line, defining a fixed permissible maximum travelling speed, corresponding to the maximum travelling speed of the truck, in the first range, and a straight line, defining a much lower fixed permissible maximum travelling speed, in the second range, and a sloped transition between these speed levels in the transition range.
  • the first predetermined steering angle, A1 may e.g. be in the range 1-10 degrees, and preferably in the range 2-5 degrees.
  • the first range is preferably symmetrically arranged around zero, the default forward and/or rearward travelling direction. Thus, the first range extends from -A1 to +A1.
  • the second predetermined steering angle, A2 may e.g. be in the range 20-90 degrees, and preferably in the range 30-70 degrees.
  • the second range thus comprises angles higher than +A2 or lower than -A2.
  • the additional control of the permissible maximum travelling speed in dependence of the angular velocity can be realized in various ways.
  • at least two such curves may be provided, wherein the choice of curve to be used for controlling the permissible maximum travelling speed is made based on the angular velocity.
  • the at least two curves preferably have essentially similar shapes in the transition steering angle range.
  • the curves have different first predetermined steering angles, thereby defining first steering angle ranges of different size.
  • the steering may occur within a broader range, such as from -7 to + 7 degrees, without activation of any speed restrictions, whereas when a high angular velocity is detected, the range may be much narrower, such as from -3 to + 3 degrees.
  • More than two curves may also be provided, such as three or four curves, and a corresponding number of threshold values related to the angular velocity may be used to determine which curve to use. There may even be an infinite amount of curves, leading to a gradual transition between an uppermost curve and a lowermost curve.
  • the permissible maximum travelling speed may be controllable in dependence of the steering angle of the steerable wheel in accordance with a base curve defining a relationship between the permissible maximum travelling speed on one axis and the steering angle on another axis, and wherein the permissible maximum travelling speed is further reduced and/or increased in dependence on the angular velocity.
  • compensation for differences in angular velocity may here be used by e.g. further reducing the permissible maximum travelling speed provided by the curve with a certain factor, such as 10%, 20% or 50%, when the angular velocity exceeds a certain threshold value.
  • a certain factor such as 10%, 20% or 50%
  • the additional reduction may be gradual, such as the angular velocity times a certain factor.
  • the curve may be a lower limit, whereby the compensation is instead made to increase the speed limit when the angular velocity is low.
  • a limitation of the permissible maximum travelling speed due to a determined high angular velocity is maintained at least during a predetermined minimum time period.
  • a high angular velocity is determined, leading to a change of curve, or a reduction of the speed by a compensating factor or the like, this new state is preferably maintained for a certain time period. This increases the safety, and also leads to a more comfortable driving experience.
  • the degree of additional restriction of permissible maximum travelling speed may also be made in dependence on other parameters, such as the skill and level of experience of the driver.
  • the restrictions imposed based on angular velocity may be much higher for a less skillful and/or more inexperienced driver, whereas less severe restrictions may be used when there is a skillful and/or more experienced driver.
  • the skillfulness and/or experience level of the driver may be identified by e.g. a personal access code provided by the driver, or by having personal and identifiable keys to the truck.
  • the steering system may further comprise an angular velocity direction determination means for direct or indirect determination of the direction of an angular velocity of a steering angle alteration, whereby it is determined whether the steering angle is increasing or decreasing, wherein the permissible maximum travelling speed is further controlled in dependence of the angular velocity direction. For example, this control may be realized so that the permissible maximum travelling speed is more limited when an increasing steering angle is determined than when a decreasing steering angle is determined.
  • a permissible maximum travelling speed of an industrial truck comprising:
  • the fork lift truck 1 comprises a frame 11, to which are mounted a mast 2, and in the exemplary embodiment a telescoping mast, for lifting of forks 3, an operator control station comprising an operator control 4, two non-steerable wheels 5, and a drive wheel (not visible in fig 1 ).
  • an operator control station comprising an operator control 4, two non-steerable wheels 5, and a drive wheel (not visible in fig 1 ).
  • the forks carried by the mast can be moved in height between a lowered position and desired raised positions.
  • FIG. 1 illustrates a specific example of a fork lift truck, it is to be acknowledged by the skilled reader that the steering system as will be discussed in the following may also be used on many other types of fork lift trucks.
  • FIG. 2 a schematic block diagram of one embodiment of the steering system and traction motor system of the lift truck 1 in Fig 1 is illustrated.
  • the steering system is here a so-called steer by wire system. However, many other types of steering systems may be used.
  • the steering system comprises a manually operable moveable steering control 41, such as a hand wheel/steering wheel, a handlebar or a joy stick.
  • a hand wheel is used.
  • the hand wheel is connected to a rotatable shaft 42.
  • the rotation of the rotatable shaft is registered by a steering transmitter 43, which forwards steering signals to a steering controller 44.
  • the steering controller controls a steering device 45, such as an electric or electro-hydraulic actuator or the like.
  • a steering device 45 such as an electric or electro-hydraulic actuator or the like.
  • the steering system comprises a steering angle detector 46 and an angular velocity detector 47.
  • These detectors may be separate units, as in the illustrative example. However, these detectors may also be arranged as a single detector, detecting both the steering angle and the angular velocity. Further, the detectors may be an integrated part of the steering transmitter 43.
  • the determination of steering angle and angular velocity is made indirectly, based on the movement of the steering control.
  • one or both of the steering angle detector 46 and the angular velocity detector 47 may be connected directly to the steerable wheel, as illustrated in Fig. 3 .
  • the senor 46' is a sensor sensing both the angular velocity and the direction of the rotation of the steering control.
  • the sensor may e.g. be realized as an incremental sensor.
  • the sensor in this embodiment forwards its signals to the steering controller, which in turn forwards signals to the speed controller.
  • the steering controller and the speed controller may be considered part of an overall steer system, which controls both the traction motor and the steering device.
  • the signals from the steering angle detector 46 and the angular velocity detector 47 are forwarded to a speed controller 52.
  • the speed controller also receives input signals from a foot operated control 51, such as a pedal.
  • hand operated controls such as handles and the like, are also feasible. Based on these input signals, the speed controller 52 controls a traction motor for driving the truck.
  • the speed controller controls the traction motor in accordance with the signals received by the speed control 51, but also restricts the speed to a permissible maximum travelling speed, which is determined based on the steering angle and the angular velocity.
  • the permissible maximum travelling speed is set so that it is more limited at large steering angles than at low steering angles and so that it is more limited when a high angular velocity is determined than when a low angular velocity is determined.
  • the permissible maximum travelling speed may be controllable in dependence of the steering angle of the steerable wheel in accordance with one or more curve defining a relationship between the permissible maximum travelling speed on one axis and the steering angle on another axis.
  • curves are illustrated in Fig. 5 .
  • two curves, a lower curve and an upper curve, are illustrated.
  • the lower curve forms a first steering angle range "1" from zero and up to a first predetermined steering angle, here about 3 degrees, in which range the industrial truck is operable at a maximum speed, such as 14 km/h.
  • a second steering angle range “2" is formed from a second predetermined steering angle, here about 35 degrees, and up to a maximal steering angle. In this range the industrial truck is operable at a reduced permissible maximum travelling speed, such as 6 km/h.
  • a transition steering angle range "T” is formed between the first and second predetermined steering angles, in which range the permissible maximum travelling speed is continuously controllable in correlation with the steering angle.
  • the permissible maximum travelling speed decreases rapidly from the first steering angle range "1", and then flattens out towards the second steering angle range "2".
  • the upper curve has a form similar to the lower curve.
  • the first steering angle range "1" is broader, extending e.g. to about 7 degrees.
  • the speed corresponding to each steering angle may be higher than in the lower curve.
  • the upper curve may be lowered down to the lower curve.
  • the permissible maximum travelling speed may follow either of the upper curve and the lower curve, in dependence of the steering angle. Whether to use the upper curve or the lower curve is determined in dependence of whether the angular velocity exceeds a predetermined threshold value or not. Thus, at an angular velocity being below said threshold value, the upper curve is followed. If the angular velocity exceeds the threshold value, the controller switches to the lower curve instead. Both steering angle and angular velocity are monitored continuously. However, after a switch to the lower curve, the control preferably maintains this more restricted control for a certain time period before switching back.
  • the permissible maximum travelling speed may be controllable in dependence of the steering angle of the steerable wheel in accordance with a base curve defining a relationship between the permissible maximum travelling speed on one axis and the steering angle on another axis, and wherein the permissible maximum travelling speed is further reduced and/or increased in dependence on the angular velocity.
  • a base curve defining a relationship between the permissible maximum travelling speed on one axis and the steering angle on another axis
  • the permissible maximum travelling speed is further reduced and/or increased in dependence on the angular velocity.
  • the present invention is not limited to the preferred embodiments.
  • alternative ways of setting the permissible maximum travelling speed based on the steering angle and the angular velocity are feasible.
  • the sensors for determining steering angle and angular velocity may be arranged at various positions, and may also be integrated with each other or with other components in the truck.
  • the threshold value(s) for the angular velocity may be adjustable, and may e.g. be set differently for different users, depending on skills and/or experience level. Such and other obvious modifications must be considered to be within the scope of the present invention, as it is defined by the appended claims.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
EP12171608.8A 2012-06-12 2012-06-12 Industrielastkraftwagen mit verbesserter Kurvenfahrtsteuerung Active EP2674387B8 (de)

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EP12171608.8A EP2674387B8 (de) 2012-06-12 2012-06-12 Industrielastkraftwagen mit verbesserter Kurvenfahrtsteuerung

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EP12171608.8A EP2674387B8 (de) 2012-06-12 2012-06-12 Industrielastkraftwagen mit verbesserter Kurvenfahrtsteuerung

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EP2674387A1 true EP2674387A1 (de) 2013-12-18
EP2674387B1 EP2674387B1 (de) 2015-05-20
EP2674387B8 EP2674387B8 (de) 2015-07-15

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015178843A1 (en) * 2014-05-21 2015-11-26 Scania Cv Ab Method and system for the adaptation of the speed of a vehicle when taking a curve
CN105905840A (zh) * 2016-06-27 2016-08-31 安徽宇锋仓储设备有限公司 一种具有平衡系统的堆高车
EP3115332A1 (de) * 2015-07-08 2017-01-11 OM Carrelli Elevatori S.p.A. Verfahren zur steuerung eines flurförderzeugs
US9868445B2 (en) 2015-08-14 2018-01-16 Crown Equipment Corporation Diagnostic supervisor to determine if a traction system is in a fault condition
EP3145765A4 (de) * 2014-05-21 2018-03-21 Scania CV AB Verfahren und system zur anpassung der geschwindigkeit eines fahrzeugs beim fahren einer kurve
US10414288B2 (en) 2017-01-13 2019-09-17 Crown Equipment Corporation Traction speed recovery based on steer wheel dynamic
WO2020136830A1 (ja) 2018-12-27 2020-07-02 三菱ロジスネクスト株式会社 フォークリフト
US11008037B2 (en) 2015-08-14 2021-05-18 Crown Equipment Corporation Model based diagnostics based on steering model
US11352243B2 (en) 2018-09-13 2022-06-07 Crown Equipment Corporation System and method for controlling a maximum vehicle speed for an industrial vehicle based on a calculated load
US12006195B2 (en) * 2018-01-24 2024-06-11 Jungheinrich Aktiengesellschaft Reach truck having a counterweight

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA3041343A1 (en) 2017-01-13 2018-07-19 Crown Equipment Corporation High speed straight ahead tiller desensitization

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4520299A (en) * 1983-12-22 1985-05-28 General Electric Company Turning speed controller for electric vehicles having dual drive motors
EP0343839A2 (de) 1988-05-26 1989-11-29 The Raymond Corporation Steuerungssysteme für einen Stapelwagen
JP2004330998A (ja) * 2003-05-12 2004-11-25 Nippon Yusoki Co Ltd 全方向操舵式フォークリフトの走行規制装置
US7165643B2 (en) 2004-04-07 2007-01-23 Linde Aktiengesellchaft Industrial truck having increased static/quasi-static and dynamic tipping stability
EP1985576A2 (de) 2007-04-25 2008-10-29 Jungheinrich Aktiengesellschaft Verfahren und Vorrichtung zur Kippvermeidung eines Gegengewichtsstaplers

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4520299A (en) * 1983-12-22 1985-05-28 General Electric Company Turning speed controller for electric vehicles having dual drive motors
EP0343839A2 (de) 1988-05-26 1989-11-29 The Raymond Corporation Steuerungssysteme für einen Stapelwagen
US4942529A (en) 1988-05-26 1990-07-17 The Raymond Corporation Lift truck control systems
JP2004330998A (ja) * 2003-05-12 2004-11-25 Nippon Yusoki Co Ltd 全方向操舵式フォークリフトの走行規制装置
US7165643B2 (en) 2004-04-07 2007-01-23 Linde Aktiengesellchaft Industrial truck having increased static/quasi-static and dynamic tipping stability
EP1985576A2 (de) 2007-04-25 2008-10-29 Jungheinrich Aktiengesellschaft Verfahren und Vorrichtung zur Kippvermeidung eines Gegengewichtsstaplers

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3145772A4 (de) * 2014-05-21 2018-02-07 Scania CV AB Verfahren und system zur anpassung der geschwindigkeit eines fahrzeugs beim fahren einer kurve
WO2015178843A1 (en) * 2014-05-21 2015-11-26 Scania Cv Ab Method and system for the adaptation of the speed of a vehicle when taking a curve
KR20170005079A (ko) * 2014-05-21 2017-01-11 스카니아 씨브이 악티에볼라그 곡선로 주행 시에 차량 속도의 적응화를 위한 방법 및 시스템
EP3145765A4 (de) * 2014-05-21 2018-03-21 Scania CV AB Verfahren und system zur anpassung der geschwindigkeit eines fahrzeugs beim fahren einer kurve
EP3115332A1 (de) * 2015-07-08 2017-01-11 OM Carrelli Elevatori S.p.A. Verfahren zur steuerung eines flurförderzeugs
US10377388B2 (en) 2015-08-14 2019-08-13 Crown Equipment Corporation Model based diagnostics based on traction model
US9868445B2 (en) 2015-08-14 2018-01-16 Crown Equipment Corporation Diagnostic supervisor to determine if a traction system is in a fault condition
US10081367B2 (en) 2015-08-14 2018-09-25 Crown Equipment Corporation Steering and traction applications for determining a steering control attribute and a traction control attribute
US11008037B2 (en) 2015-08-14 2021-05-18 Crown Equipment Corporation Model based diagnostics based on steering model
CN105905840A (zh) * 2016-06-27 2016-08-31 安徽宇锋仓储设备有限公司 一种具有平衡系统的堆高车
US10414288B2 (en) 2017-01-13 2019-09-17 Crown Equipment Corporation Traction speed recovery based on steer wheel dynamic
US12006195B2 (en) * 2018-01-24 2024-06-11 Jungheinrich Aktiengesellschaft Reach truck having a counterweight
US11352243B2 (en) 2018-09-13 2022-06-07 Crown Equipment Corporation System and method for controlling a maximum vehicle speed for an industrial vehicle based on a calculated load
US11945705B2 (en) 2018-09-13 2024-04-02 Crown Equipment Corporation System and method for controlling a maximum vehicle speed for an industrial vehicle based on a calculated load
WO2020136830A1 (ja) 2018-12-27 2020-07-02 三菱ロジスネクスト株式会社 フォークリフト
CN113302146A (zh) * 2018-12-27 2021-08-24 三菱物捷仕株式会社 叉车
CN113302146B (zh) * 2018-12-27 2023-03-03 三菱物捷仕株式会社 叉车
US11814274B2 (en) 2018-12-27 2023-11-14 Mitsubishi Logisnext Co., LTD. Forklift

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Publication number Publication date
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EP2674387B8 (de) 2015-07-15

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