KR101530220B1 - Control device and method for anti-slip of construction machinery - Google Patents

Abstract

The present invention relates to an anti-slip control apparatus and method for a construction equipment and an industrial vehicle, and more particularly, to an anti-slip control apparatus and an anti-slip control apparatus for a construction equipment and an industrial vehicle that can prevent the acceleration pedal from being pushed during non- ≪ / RTI >
That is, according to the present invention, when the running inclination angle of the accelerator pedal is not greater than the reference inclination angle when the accelerator pedal is not operated, the parking brake provided on the axle shaft is automatically operated, or both the double clutch including the forward clutch and the reverse clutch The present invention provides an anti-slip control apparatus and method for a construction equipment and an industrial vehicle, which can easily prevent a vehicle from being pushed at the time of running on a slope by performing a parking brake function.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-slip control apparatus and an anti-

The present invention relates to an anti-slip control apparatus and method for a construction equipment and an industrial vehicle, and more particularly, to an anti-slip control apparatus and an anti-slip control apparatus for a construction equipment and an industrial vehicle that can prevent the acceleration pedal from being pushed during non- ≪ / RTI >

Construction equipment and industrial vehicles (construction machines such as forklifts, excavators, heavy equipment, etc.) are essentially equipped with an automatic transmission drive system, which is a transmission for changing the direction of travel or changing the running speed, because the output of the engine is constant. The automatic transmission drive system includes a torque converter connected to the engine flywheel.

Accordingly, when the driver operates the shift lever, the hydraulic pressure for shifting the gear position is transmitted to the clutch portion of the transmission, and at the same time, the engine power transmitted through the torque converter is transmitted to the axle via the transmission.

On the other hand, in case of forklifts, heavy load is lifted and lowered within a limited area. However, when moving to a specific place, the vehicle travels on the road. An accident such as disconnection may occur.

Therefore, it is required to prevent the vehicle from being pushed during stopping at the time of running on the ramp.

Korean Published Patent Application No. 2009-0131357 (December 29, 2009)

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and it is an object of the present invention to provide an automatic transmission, which is capable of automatically operating a parking brake provided on an axle shaft, The present invention provides an anti-slip control apparatus and method for a construction equipment and an industrial vehicle, which can easily prevent a vehicle from being pushed when a vehicle runs on a slope by performing a parking brake function that combines all the double clutches have.

According to an aspect of the present invention, there is provided a parking brake system comprising: a parking brake operation sensor for detecting whether a parking brake of a vehicle is currently performed; A leveling sensor for measuring a running inclination angle of the vehicle; An accelerator pedal on / off switch that is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released; When receiving the OFF signal from the accelerator pedal on / off switch while receiving the parking brake non-operating signal from the parking brake operating sensor during traveling and determining that the traveling inclination angle transmitted from the leveling sensor is equal to or greater than the reference inclination angle, A controller that controls the operation of the parking brake or controls the engagement of the forward clutch and the reverse clutch of the transmission at the same time so that the parking brake function is performed; And an anti-slip control device for a construction equipment and an industrial vehicle.

According to another aspect of the present invention, there is provided a method for controlling a parking brake, comprising the steps of: i) detecting a current parking brake in a parking brake operation sensor during driving of the vehicle; Ii) measuring the running inclination angle of the current vehicle from the leveling sensor and transmitting it to the controller; Iii) detecting whether the accelerator pedal is operated or not by the driver in the accelerator pedal on / off switch and transmitting the sensed signal to the controller; Iv) When the controller receives the parking brake non-operating signal from the parking brake operating sensor and receives the OFF signal from the accelerator pedal on / off switch and the traveling inclination angle transmitted from the leveling sensor is greater than or equal to the reference inclination angle, Operating automatically; And an anti-slip control method for an industrial vehicle.

Preferably, in the step iv), the step of automatically operating the parking brake includes: controlling the parking solenoid valve to be opened in the controller; A hydraulic pressure is applied from a parking solenoid valve to a parking brake provided on an axle shaft; A step of restricting the axle shaft by operating the parking brake by the applied hydraulic pressure; .

Alternatively, in the step iv), the step of automatically activating the parking brake may include the steps of: controlling the forward solenoid valve and the backward solenoid valve simultaneously by opening the controller; A process in which the hydraulic pressure is applied to the forward clutch and the reverse clutch via the forward and reverse solenoid valves and the forward clutch and the reverse clutch are simultaneously engaged by the applied hydraulic pressure to constrain the output gear of the transmission; .

Through the above-mentioned means for solving the problems, the present invention provides the following effects.

When the inclination angle of the accelerator pedal is not greater than the reference inclination angle, the parking brake provided on the axle shaft is automatically operated or the double clutch including the forward and reverse clutches of the transmission are all engaged. It is possible to easily prevent a phenomenon in which the vehicle is pushed at the time of running on a slope.

1 is a control block diagram showing an anti-slip control apparatus and method of a construction equipment and an industrial vehicle according to a first embodiment of the present invention;
FIG. 2 is a control block diagram showing an anti-slip control apparatus and method of a construction equipment and an industrial vehicle according to a second embodiment of the present invention;

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The present invention prevents the vehicle from being pushed for safety by automatically operating the parking brake when the inclination angle of the ramp is greater than the reference inclination angle while the accelerator pedal and the parking brake are not operated while traveling on a slope of a construction equipment such as a forklift or an industrial vehicle The point is that there is one point to avoid.

First Embodiment

1 is a control block diagram illustrating an anti-slip control apparatus and method for a construction equipment and an industrial vehicle according to a first embodiment of the present invention.

In Fig. 1, reference numeral 10 denotes a parking brake operation sensor, 20 denotes an accelerator pedal on / off switch, and 22 denotes a leveling sensor for measuring the running inclination angle, respectively.

The parking brake actuation sensor 10 is for judging whether or not the parking brake is currently being operated or not. The parking brake actuation signal or the parking brake actuation signal is transmitted to a controller (TCU, Transmission Control Unit) (50).

The leveling sensor 22 is a sensor for measuring the current tilt angle of the vehicle, and measures the tilt angle of the vehicle in real time and transmits it to the controller 50.

The accelerator pedal on / off switch 20 is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released. The accelerator pedal on / To the controller (50).

The controller 50 is a transmission controller that receives a parking brake non-operating signal from the parking brake operation sensor 10 during driving and receives an off signal from the accelerator pedal on / off switch 20, And controls the operation of the parking brake 62 provided on the axle shaft 60 when it is judged that the traveling inclination angle transmitted from the driver is not smaller than the reference inclination angle.

On the other hand, a parking brake 62 for restricting axle shafts is provided on the axle shaft 60 of a construction equipment such as a forklift truck and an industrial vehicle. The parking brake 62 is supplied during the opening control of the parking solenoid valve 46 It may be provided with various structures for restraining the axle shaft by the hydraulic pressure or restraining the axle shaft by releasing the hydraulic pressure.

For example, the parking brake 62 includes an integrated gear connected to the axle shaft 60, a restraint gear that can engage with the integral gear, a piston that pushes the restraint gear against the integrated gear while advancing by hydraulic pressure, And a spring for moving the piston backward by an elastic restoring force when the hydraulic pressure is released.

Hereinafter, the anti-slip method according to the first embodiment of the present invention will be described.

Detecting a current parking braking state by the parking brake operation sensor 10 and transmitting the sensed parking brake to the controller 50 while the vehicle is running on a ramp, measuring the running inclination angle of the current vehicle by the leveling sensor 22, And a step of sensing whether the accelerator pedal is operated or not by the driver at the accelerator pedal on / off switch 20 and transmitting the sensed signal to the controller 50. [

At this time, the controller 50 receives the parking brake non-operating signal from the parking brake operation sensor 10 and receives the off signal from the accelerator pedal on / off switch 20, The control for automatically activating the parking brake 62 of the axle shaft 60 is performed when it is determined that the driving inclination angle is equal to or greater than the reference inclination angle.

For this purpose, when the parking solenoid valve 46 is controlled to be opened by the controller 50, the hydraulic pressure supplied by the drive of the transmission pump is transmitted to the parking brake 46 of the axle shaft 60 via the parking solenoid valve 46 (62).

Therefore, the parking brake 62 is operated by the applied oil pressure to restrain the axle shaft 60, whereby the parking brake in the ramp is automatically operated to prevent the vehicle from being pushed.

For example, when hydraulic pressure is applied to the parking brake 62 of the axle shaft 60, the piston is advanced and simultaneously pushes the restraint gear, and at the same time, the restraint gear is engaged with the integrated gear connected to the axle shaft 60, The integral gear and the axle shaft 60 are restrained without being rotated.

On the other hand, after the operation of the parking brake 62 of the axle shaft 60 is performed, the controller 50 receives a signal from the accelerator pedal on / off switch 20, or when the driving inclination angle transmitted from the leveling sensor 22 When it is determined that the reference inclination angle is equal to or smaller than the reference inclination angle, the parking brake 62 is automatically released for driving the vehicle by releasing the hydraulic pressure supplied from the controller 50 to the parking brake 62. [

Second Embodiment

FIG. 2 is a control block diagram illustrating an anti-slip control apparatus and method for a construction equipment and an industrial vehicle according to a second embodiment of the present invention.

The anti-slip control device of the construction equipment and the industrial vehicle according to the second embodiment of the present invention is constructed in the same manner as the first embodiment described above, except that a double clutch (forward clutch and a forward clutch) Rearward clutch) in the parking brake function.

Therefore, the controller 50 receives the parking brake non-operating signal from the parking brake operation sensor 10 and receives the off signal from the accelerator pedal on / off switch 20, When determining that the drive inclination angle is equal to or greater than the reference inclination angle, the double clutch (forward clutch and reverse clutch) included in the transmission is controlled so that the parking brake function is exerted.

For this purpose, when the forward solenoid valve 42 and the reverse solenoid valve 44 are controlled to be opened simultaneously by the controller 50, the hydraulic pressure supplied by the drive of the transmission pump is transmitted to the forward and reverse solenoid valves 42, 44 to the forward clutch 32 and the reverse clutch 34 at the same time.

Thus, the forward clutch 32 and the reverse clutch 34 are simultaneously engaged by the applied oil pressure, and the parking brake function of restraining the output gear of the transmission is exerted, thereby preventing the vehicle from being pushed.

For example, when only the forward clutch 32 is engaged, engine power is transmitted through any gear arrangement in the transmission and the output gear is rotated in the forward direction, and when only the reverse clutch 34 is engaged, When the forward clutch 32 and the reverse clutch 34 are engaged at the same time, the output gear of the transmission is in a restrained state in which the output gear of the transmission is not rotated either in the forward direction or in the reverse direction, Function can be exercised.

On the other hand, a wear-resistant coating layer may be coated around the axle drive shaft 60.

Here, the abrasion-proof coating layer is formed by spraying a powder composed of 96 to 98% by weight of chromium oxide (Cr ₂ O ₃ ) and ₂ to 4% by weight of titanium dioxide (TiO ₂ ) onto the axle drive shaft 60, And the hardness is plasma-coated to maintain 900 to 1000 HV.

The wear-resistant coating layer is formed by spraying powder composed of 96 to 98% by weight of chromium oxide (Cr ₂ O ₃ ) and ₂ to 4% by weight of titanium dioxide (TiO ₂ ).

The reason why the ceramic coating is applied to the outer circumferential surface of the axle drive shaft 60 is to prevent abrasion and corrosion. Compared to chrome plating or nickel chrome plating, the ceramic coating is excellent in corrosion resistance, scratch resistance, abrasion resistance, impact resistance and durability.

Chromium oxide (Cr ₂ O ₃ ) acts as a passivity layer to block oxygen entering the inside of the metal, thereby preventing rusting.

Titanium dioxide (TiO ₂ ) is a white pigment because it is very stable physicochemically and has high hiding power. And is also widely used for ceramics having high refractive index because of high refractive index. And has characteristics of photocatalytic property and superhydrophilic property. Titanium dioxide (TiO ₂ ) acts as an air purification function, an antibacterial function, a harmful substance decomposition function, a pollution prevention function, and a discoloration prevention function. The titanium dioxide (TiO ₂ ) ensures that the wear-resistant coating layer is coated on the outer circumferential surface of the axle drive shaft 60, and the foreign matter adhering to the wear-resistant coating layer is decomposed and removed to prevent the wear-resistant coating layer from being damaged.

Here, chromium oxide (Cr ₂ O ₃₎ and when using hayeoseo mixing titanium dioxide (TiO _2), the mixing ratio of these, chrome oxide (Cr ₂ O ₃₎ Titanium dioxide (TiO ₂₎ in 96-98% by weight 2 By weight to 4% by weight.

When the mixing ratio of chromium oxide (Cr ₂ O ₃ ) is less than 96 to 98%, the coating of chromium oxide (Cr ₂ O ₃ ) is often broken in an environment of high temperature and the like, ) Of the outer circumferential surface of the outer circumferential surface of the outer circumferential surface of the inner circumferential surface of the outer circumferential surface of the outer circumferential surface

When the mixing ratio of titanium dioxide (TiO ₂ ) is less than 2 to 4 wt%, the effect of titanium dioxide (TiO ₂ ) is insignificant so that the purpose of mixing it with chromium oxide (Cr ₂ O ₃ ) is discolored. That is, titanium dioxide (TiO ₂ ) dissolves and removes foreign matter adhered to the outer circumferential surface of the axle drive shaft 60 to prevent the outer circumferential surface of the axle drive shaft 60 from being corroded or damaged, %, There is a problem that it takes much time to decompose the attached foreign matter.

The coating layer made of these materials is plasma-coated to have a thickness of 50 to 600 mu m around the outer circumferential surface of the axle drive shaft 60, a hardness of 900 to 1000 HV, and a surface roughness of 0.1 to 0.3 mu m.

The abrasion resistant coating layer is sprayed with 50 to 600 탆 by jetting the powder powder and the gas at 1400 캜 around the circumference of the axle drive shaft 60 at a Mach 2 speed.

If the thickness of the wear-resistant coating layer is less than 50 탆, the above-mentioned effect of the ceramic coating layer can not be guaranteed. If the thickness of the wear-resistant coating layer exceeds 600 탆, the above- There is a problem that working time and material cost are wasted.

The temperature of the outer circumferential surface of the axle drive shaft 60 is increased while the wear preventive coating layer is coated on the outer circumferential surface of the axle drive shaft 60. In order to prevent the deformation of the outer circumferential surface of the heated axle drive shaft 60, (Not shown) so as to maintain a temperature of 150 to 200 ° C.

A sealing material made of anhydrous chromic acid (CrO ₃ ) made of a metal-based glass quartz system may further be applied to the periphery of the abrasion-resistant coating layer. Anhydrous chromic acid is applied as an inorganic sealing material around a coating layer made of chromium nickel powder.

Anhydrous chromic acid (CrO ₃ ) is used in places that require high abrasion resistance, lubricity, heat resistance, corrosion resistance and releasability, is not discolored in the atmosphere, has high durability, and has good abrasion resistance and corrosion resistance. The coating thickness of the sealing material is preferably about 0.3 to 0.5 mu m. If the coating thickness of the sealing material is less than 0.3 占 퐉, the sealing material easily peels off even in a slight scratch groove, so that the above-mentioned effect can not be obtained. If the coating thickness of the sealing material is made thick enough to exceed 0.5 탆, pin holes, cracks, and the like will increase on the plated surface. Therefore, the coating thickness of the sealing material is preferably about 0.3 to 0.5 mu m.

Therefore, a coating layer having excellent abrasion resistance and oxidation resistance is formed around the outer peripheral surface of the axle drive shaft 60, so that the outer peripheral surface of the axle drive shaft 60 is prevented from being worn or oxidized, thereby prolonging the service life of the product.

The accelerator pedal can also be made of nodular cast iron.

The nodular cast iron is heated to a temperature of 1600 to 1650 ° C to be molten, then subjected to desulfurization treatment, and subjected to spheroidizing treatment at a temperature of 1500 to 1,550 ° C by adding a spheroidizing agent containing magnesium in an amount of about 0.3 to 0.7% by weight, followed by heat treatment.

Since nodular cast iron is a cast iron in which graphite is spherically crystallized during the solidification process by adding magnesium and the like to the molten metal of the common gray cast iron, the shape of the graphite is spherical compared to gray cast iron. Since the nodular cast iron has a small notch effect, the stress concentration phenomenon is reduced and the strength and toughness are greatly improved.

In the accelerator pedal of the present invention, the nodular cast iron is heated to 1600 to 1650 占 폚 to be molten, then subjected to a desulfurization treatment, a spheroidizing treatment agent containing magnesium in an amount of about 0.3 to 0.7% by weight, and spheronized at 1500 to 1,550 占 폚 Heat treatment is performed.

Here, when the nodular cast iron is heated to less than 1600 ° C, the entire structure is not sufficiently melted. If the cast iron is heated above 1650 ° C, unnecessary energy is wasted. Therefore, it is preferable to heat the nodular cast iron to 1600 to 1650 ° C.

When the amount of magnesium is less than 0.3% by weight, the effect of injecting the spheroidizing agent is negligible. When the amount of magnesium is less than 0.3% by weight, the effect of injecting spheroidizing agent is insignificant. When the amount of magnesium is less than 0.3% There is a problem in that an expensive material cost is increased. Therefore, the mixing ratio of magnesium in the spheroidizing agent is preferably about 0.3 to 0.7% by weight.

When the spheroidizing treatment agent is injected into the molten nodular cast iron, it is subjected to spheroidizing treatment at 1500-1550 ° C. If the spheroidizing treatment temperature is lower than 1500 ° C., the spheroidizing treatment is not properly performed. If the spheroidizing treatment temperature is higher than 1550 ° C., the spheroidizing treatment effect is not greatly improved, but unnecessary energy is wasted. Therefore, the spheroidization treatment temperature is preferably 1500 to 1550 ° C.

Since the accelerator pedal according to the present invention is made of the nodular cast iron, the stress concentration phenomenon is reduced because the notch effect is small, and the strength and toughness are greatly improved.

The case of the controller 50 may be formed of a polypropylene resin composition having excellent impact resistance against external impact or external environment. The polypropylene resin composition comprises a polypropylene random block copolymer composed of 75 to 95% by weight of an ethylene-propylene-alphaolefin random copolymer and 5 to 25% by weight of an ethylene-propylene block copolymer having an ethylene content of 20 to 50% by weight .

The polypropylene random block copolymer is preferably 75 to 95% by weight of the ethylene-propylene-alphaolefin random copolymer and 5 to 25% by weight of the ethylene-propylene block copolymer. The ethylene- When the content of the ethylene-propylene block copolymer is less than 5% by weight, the impact resistance is deteriorated. When the content of the ethylene-propylene block copolymer is more than 25% by weight, the rigidity is deteriorated do.

Wherein the ethylene-propylene-alpha olefin random copolymer comprises 0.5 to 7% by weight of ethylene and 1 to 15% by weight of an alpha-olefin having 4 to 5 carbon atoms and improves mechanical stiffness and heat resistance of the polypropylene resin composition, As shown in Fig. The ethylene content is preferably from 0.5 to 5% by weight, more preferably from 1 to 3% by weight. When the content of ethylene is less than 0.5% by weight, the whitening resistance is deteriorated. When the content is more than 7% by weight, . Further, the alpha olefin means any alpha olefin except ethylene and propylene, and is preferably butene. When the number of carbon atoms is less than 4 or more than 5, the reactivity of the alpha-olefin with the comonomer is low during the production of the random copolymer, making it difficult to produce the copolymer. Further, it may contain 1 to 15% by weight, preferably 1 to 10% by weight, and more preferably 3 to 9% by weight of the above-mentioned alpha olefin. If the amount of the alpha-olefin is less than 1% by weight, the crystallinity becomes higher than necessary and the transparency is lowered. When the amount of the alpha-olefin is more than 15% by weight, the crystallinity and rigidity are lowered and the heat resistance is significantly lowered.

In addition, the ethylene-propylene block copolymer contains 20 to 50% by weight of ethylene and imparts impact resistance to the polypropylene resin composition and enables finely dispersing, thereby imparting both whitening resistance and transparency. The ethylene content may preferably be 20 to 40% by weight, and if it is less than 20% by weight, the impact resistance is deteriorated. If it exceeds 50% by weight, the impact resistance and whitening resistance may be deteriorated.

Further, on the outer surface of the case of the controller 50, a temperature-coloring layer whose color changes according to the temperature can be applied.

The temperature discoloring layer is coated on the outer surface of the case of the controller 50 by separating two or more temperature discoloring materials whose color changes when the temperature becomes a predetermined temperature or more into two or more sections according to the temperature change, And a protective film layer is coated on the temperature coloring layer to prevent the temperature coloring layer from being damaged.

Here, the temperature-coloring layer may be formed by coating a temperature-coloring material having a color-changing temperature of not lower than 40 ° C and not lower than 60 ° C, respectively.

The temperature discoloring layer is for detecting a temperature change of the paint by changing the color according to the temperature of the outer surface of the case of the controller (50). The temperature-coloring layer may be formed by coating a color-changing temperature-coloring material on the outer surface of the case of the controller 50 when the temperature of the temperature-coloring layer is higher than a predetermined temperature.

The temperature discoloring material is generally composed of a microcapsule structure having a size of 1 to 10 탆 and can exhibit a colored and transparent color due to the bonding and separation of the electron donor and the electron acceptor in the microcapsule.

In addition, the temperature-changing materials can change color quickly and have various coloring temperatures such as 40 ° C, 60 ° C, 70 ° C, and 80 ° C, and such coloring temperature can be easily adjusted by various methods. Such a temperature-coloring material may be various kinds of temperature-coloring materials based on principles such as molecular rearrangement of an organic compound and spatial rearrangement of an atomic group.

For this purpose, it is preferable that the temperature-coloring layer is formed so as to be separated into two or more sections according to the temperature change by coating two or more temperature-coloring materials having different color-changing temperatures. The temperature-coloring layer preferably uses a temperature-coloring material having a relatively low temperature of the discoloration temperature and a temperature-discoloring material having a relatively high discoloration temperature, more preferably a discoloration temperature of not lower than 40 ° C and not lower than 60 ° C A temperature-coloring layer can be formed using a temperature-coloring material.

Accordingly, the temperature change of the casing of the controller 50 can be checked step by step, so that the temperature change of the paint can be detected. Accordingly, the controller can be operated in an optimal state, .

The passivation layer is coated on the temperature discoloration layer to prevent the temperature discoloration layer from being damaged due to external impact, and it is easy to check whether the discoloration of the temperature discoloration layer is visible, and at the same time, It is preferable to use a coating material.

10: Parking brake operation sensor
20: Accelerator pedal on / off switch
22: Leveling sensor
32: forward clutch
34: Reverse clutch
42: Forward solenoid valve
44: Reverse solenoid valve
46: Parking solenoid valve
50:
60: Axle driving shaft
62: Parking brake

Claims (4)

A parking brake operation sensor 10 for detecting whether or not parking of the vehicle is currently being braked;
A leveling sensor (22) for measuring a running inclination angle of the vehicle;
An accelerator pedal on / off switch 20 that is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released;
Off switch 20 while receiving a parking brake non-operating signal from the parking brake operating sensor 10 while the vehicle is running and at the same time, when the running inclination angle transmitted from the leveling sensor 22 is equal to or larger than the reference inclination angle Control is performed to operate the parking brake 62 provided on the axle drive shaft 60 or to simultaneously engage the forward clutch 32 and the reverse clutch 34 of the transmission so that the parking brake function is performed A controller;
A wear-resistant coating layer is coated on the circumference of the axle drive shaft 60. The wear-resistant coating layer is formed by mixing 96 to 98% by weight of chromium oxide (Cr ₂ O ₃ ) and ₂ to 4% by weight of titanium dioxide (TiO ₂ ) Coated powder is sprayed on the axle drive shaft 60 and is plasma-coated to have a thickness of 50 to 600 mu m, a hardness of 900 to 1000 HV, and a surface roughness of 0.1 to 0.3 mu m;
The temperature of the outer circumferential surface of the axle drive shaft 60 is increased while the abrasion resistant coating layer is coated on the outer circumferential surface of the axle drive shaft 60. The outer circumferential surface of the axle drive shaft 60, And a sealing material made of anhydrous chromic acid (CrO ₃ ) made of a metal-based glass quartz system is further applied to the periphery of the wear-resistant coating layer, and the anhydrous chromic acid is coated on the surface of the inorganic sealing material Is applied around a coating layer of chrome nickel powder;
The accelerator pedal is made of nodular cast iron. The nodular cast iron is heated to 1600 to 1650 占 폚 to be molten, then subjected to desulfurization treatment, and a spheroidizing treatment agent containing about 0.3 to 0.7% And then heat-treated;
The case of the controller 50 is formed of a polypropylene resin composition having excellent impact resistance against external impact or external environment. The polypropylene resin composition comprises 75 to 95% by weight of an ethylene-propylene-alphaolefin random copolymer and an ethylene content And 5 to 25% by weight of an ethylene-propylene block copolymer having 20 to 50% by weight of a polypropylene random block copolymer;
The temperature control layer 50 is coated on the outer surface of the case 50 with a color change depending on the temperature, and the temperature coloring layer includes two or more temperature discoloring materials whose color changes when the temperature exceeds a predetermined temperature. ), And is separated into two or more sections according to the temperature change. Thus, it is possible to determine the temperature change step by step, and a protective film layer is coated on the temperature coloring layer to prevent the temperature coloring layer from being damaged And anti-slip control devices of industrial vehicles.
A parking brake operation sensor 10 for detecting whether or not parking of the vehicle is currently being braked; A leveling sensor (22) for measuring a running inclination angle of the vehicle; An accelerator pedal on / off switch 20 that is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released; Off switch 20 while receiving a parking brake non-operating signal from the parking brake operating sensor 10 while the vehicle is running and at the same time, when the running inclination angle transmitted from the leveling sensor 22 is equal to or larger than the reference inclination angle Control is performed to operate the parking brake 62 provided on the axle drive shaft 60 or to simultaneously engage the forward clutch 32 and the reverse clutch 34 of the transmission so that the parking brake function is performed A controller; A wear-resistant coating layer is coated on the circumference of the axle drive shaft 60. The wear-resistant coating layer is formed by mixing 96 to 98% by weight of chromium oxide (Cr ₂ O ₃ ) and ₂ to 4% by weight of titanium dioxide (TiO ₂ ) Coated on the axle drive shaft 60 to have a thickness of 50 to 600 탆, a hardness of 900 to 1000 HV and a surface roughness of 0.1 to 0.3 탆, The outer circumferential surface of the axle drive shaft 60 is cooled while the outer circumferential surface of the axle drive shaft 60 is cooled by the cooling device so that the outer circumferential surface of the heated axle drive shaft 60 is prevented from being deformed. is provided to maintain the temperature of ~200 ℃, round the wear-resistant coating there is no sealing material is applied consisting of chromic anhydride (CrO ₃₎ made of a metal-quartz glass system, the chromic anhydride is chromium as the inorganic sealing material you It is applied to the circumferential coating layer consisting of a powder; The accelerator pedal is made of nodular cast iron. The nodular cast iron is heated to 1600 to 1650 占 폚 to be molten, then subjected to a desulfurization treatment, and a spheroidizing agent containing magnesium in an amount of about 0.3 to 0.7% And then heat-treated; The case of the controller 50 is formed of a polypropylene resin composition having excellent impact resistance against external impact or external environment. The polypropylene resin composition comprises 75 to 95% by weight of an ethylene-propylene-alphaolefin random copolymer and an ethylene content And 5 to 25% by weight of an ethylene-propylene block copolymer having 20 to 50% by weight of a polypropylene random block copolymer; The temperature control layer 50 is coated on the outer surface of the case 50 with a color change depending on the temperature, and the temperature coloring layer includes two or more temperature discoloring materials whose color changes when the temperature exceeds a predetermined temperature. ), Which is coated on the outer surface of the case, is divided into two or more sections according to the temperature change, so that it is possible to judge the temperature change step by step, and a protective film layer is coated on the temperature coloring layer And a method for controlling an anti-slip of a vehicle using an anti-slip control device of an industrial vehicle,
I) detecting whether the parking brake operation sensor 10 is currently in the parking braking state during the running of the vehicle and transmitting the result to the controller 50;
Ii) measuring the current inclination angle of the current vehicle at the leveling sensor 22 and transmitting it to the controller 50;
Iii) detecting whether the accelerator pedal is operated or not by the driver at the accelerator pedal on / off switch 20 and transmitting the sensed signal to the controller 50;
Iv) In the controller 50, when receiving the parking brake non-operating signal from the parking brake operation sensor 10 and receiving the OFF signal from the accelerator pedal on / off switch 20, Automatically operating the parking brake when it is judged that the inclination angle is not less than the reference inclination angle;
And the anti-slip control method of the construction equipment and the industrial vehicle.
The method of claim 2,
In the step iv), the step of automatically activating the parking brake comprises:
Controlling the parking solenoid valve (46) to be opened in the controller (50); A process in which the hydraulic pressure is applied from the parking solenoid valve 46 to the parking brake 62 provided on the axle shaft 60; A step of restricting the axle shaft 60 by operating the parking brake 62 by the applied hydraulic pressure; And the anti-slip control method of the construction equipment and the industrial vehicle.
The method of claim 2,
In the step iv), the step of automatically activating the parking brake comprises:
Controlling the forward solenoid valve (42) and the reverse solenoid valve (44) to be simultaneously opened by the controller (50); A process in which the hydraulic pressure is applied to the forward clutch 32 and the reverse clutch 34 through the forward and reverse solenoid valves 42 and 44; A step in which the forward clutch 32 and the reverse clutch 34 are simultaneously engaged by the applied hydraulic pressure to constrain the output gear of the transmission; And the anti-slip control method of the construction equipment and the industrial vehicle.

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