KR101934980B1 - Brake assist system of construction vehicle - Google Patents

Abstract

Disclosed is a brake assist system of an industrial vehicle and construction equipment. The brake assist system of an industrial vehicle and construction equipment comprises: a transmission unit; a gear shifting control unit; a brake pedal switch; an acceleration pedal switch; a speed detection sensor; and a transmission control unit. Moreover, a vehicle speed is controlled to be decelerated.

Description

[0001] BRAKE ASSIST SYSTEM OF CONSTRUCTION VEHICLE [0002] BACKGROUND OF THE INVENTION [0003]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake assisting system for an industrial vehicle and a construction equipment, and more particularly, to a brake assisting system for an industrial vehicle and a construction equipment capable of improving the braking force of the vehicle through the control of the transmission portion of the vehicle.

Industrial vehicles, for example, braking devices for forklifts, are divided into hydraulic brakes and parking brakes. First, the hydraulic brake is installed inside the drive shaft only by the internal expansion type. It is operated by hydraulic pressure and the clearance is properly adjusted by the automatic regulator installed in the brake according to the degree of wear of the brake lining. That is, when the driver presses the brake pedal during driving, the brake hydraulic pressure is generated differently according to the depression degree of the brake pedal, so that the driving shaft of the electric forklift is mechanically controlled by the brake hydraulic pressure to perform the braking operation.

The operation of the brake system of the forklift will be described. When the driver steps on the brake pedal in order to brake the forklift while driving the forklift, the force is primarily amplified by a linkage connecting the brake pedal and the master cylinder. This amplification ratio is referred to as a brake pedal link ratio. That is, as much force as the multi-flying (F x link ratio) of the brake pedal link ratio is transmitted to the master cylinder with the force F that the driver presses the brake pedal. The master cylinder receives the force input from the brake pedal and changes it to the fluid pressure. That is, in the case of a general master cylinder, the fluid has a pressure equal to a force applied to the input rod divided by the cross sectional area of the bore of the master cylinder. However, depending on the type of the master cylinder, the fluid pressure according to the input rod force may be varied in various ways. But the basic role is to change the mechanical force to the fluid pressure.

When the master cylinder is driven, the output oil is transferred to the brake unit to move the brake piston. Here, the braking device can be largely divided into a shoe brake and a disc brake, but the role of the fluid pushing the piston is the same. In the case of the shoe brakes, the piston is in a wheel cylinder, which extends the shoe to induce friction with the drum to brake the forklift. In the case of a disk brake, the piston is driven by a friction disk Friction Disc), thereby causing friction between the friction disc and the friction plate, thereby braking the forklift.

However, since it is difficult for 100% of the braking force to be exerted only by using the brake device interlocking with the master cylinder, in most industrial vehicles, a brake device and a brake booster interlocking with the master cylinder are provided to ensure reliable braking. Normally, the brake booster is a device installed to increase the braking force.

However, there is a problem that the production cost of the industrial vehicle is increased by installing the brake booster and the brake device interlocked with the master cylinder in the industrial vehicle.

10-1184637

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a brake assisting system for an industrial vehicle and a construction equipment capable of reducing the production cost of an industrial vehicle and construction equipment by omitting a booster installed together with the brake apparatus.

A brake assisting system for an industrial vehicle and a construction equipment according to an embodiment of the present invention includes a forward clutch portion, a reverse clutch portion, a forward side solenoid valve for interrupting and applying a working fluid for operation of the forward clutch portion, A reverse side solenoid valve for shutting off and applying a working fluid for operation of the clutch portion, a charging pump for supplying the working fluid toward the forward clutch portion and the reverse clutch portion, a working fluid supplied from the charging pump and a working fluid And a main pressure valve for supplying the hydraulic pressure of the forward-side solenoid valve and the reverse-side solenoid valve to the forward-side solenoid valve and the reverse-side solenoid valve; A shift operating portion for forward / neutral / reverse shift speed operation; A brake pedal switch connected to a brake pedal in the vehicle; An accelerator pedal switch connected to an accelerator pedal in the vehicle; A speed sensing sensor connected to an axle portion of the vehicle to detect a vehicle speed; And a control unit for receiving a signal from the speed change control unit, the accelerator pedal switch, and the brake pedal switch, receiving a current vehicle speed from the speed sensing sensor, and controlling the speed change unit, the accelerator pedal switch and the brake pedal switch And a transmission control unit for controlling opening and closing operations of the forward-side solenoid valve and the backward-side solenoid valve, wherein a front diagnosis signal is input from the speed change operating unit, an OFF signal is input from the accelerator pedal switch, Wherein the transmission control unit controls the speed reduction of the vehicle by closing the reverse side solenoid valve to less than 100%, and when a post-diagnosis signal is inputted from the speed change operation unit and the accelerator pedal switch Off signal is input, Wherein when the signal from the pedal switch is input, the transmission control unit controls the speed of the vehicle to be reduced by closing the forward-side solenoid valve to less than 100%, and when the neutral-stage signal is input from the speed- When a signal is input and a signal from the brake pedal switch is input, the transmission control unit closes the forward-side solenoid valve and the reverse-side solenoid valve 100% to control the speed of the vehicle to decelerate.

In one embodiment, the transmission control unit includes: a control board having a control circuit formed on a substrate; A lower case for receiving the control board therein; A connector electrically connected to the control circuit and electrically connecting the control circuit to the shift operating portion, the speed sensing sensor, the accelerator pedal switch, the brake pedal switch, the forward side solenoid valve, and the reverse side solenoid valve; An upper case coupled to an open side of the lower case and having a connector hole for receiving the connector and exposing the connector to the outside; And a sealing member interposed between the engaging portions of the upper case and the lower case.

A brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention includes a transmission check lamp installed inside a vehicle; And an inner space in which the working fluid flows in the forward clutch portion or an inner space in which the working fluid flows in the backward clutch portion and connected to the inner space of the forward clutch portion or the inner space of the reverse clutch portion, The fluid pressure increasing from 0 to 100% with respect to 100% of the inner space of the inner space of the forward clutch portion or the inner space of the backward clutch portion is set to 10% Further comprising: a pressure measurement sensor that is configured to output a pressure measurement value for each section when it is increased by a unit; Wherein the transmission control unit receives a pressure measurement value for each section output from the pressure measurement sensor and calculates a current vehicle speed value measured by the speed sensing sensor at a time when the pressure measurement value for each section is input, And a timer for counting time, wherein a transmission check period for performing a transmission check based on the transmission check data stored in the storage unit is set in advance ; Wherein the transmission control unit stores the transmission check data at least once every day in the storage unit, and the transmission control unit controls the transmission control unit to transmit the operating fluid and the operating fluid to the forward clutch unit or the reverse clutch unit, The vehicle speed value matching the pressure measurement value for each section and the pressure measurement value for each section is stored in the storage unit, and then the current time is stored in the transmission check period < RTI ID = 0.0 > And if it is a transmission check period, it compares the previous transmission check data confirmed in the previous transmission check period with the latest transmission check data confirmed in the current transmission check period to determine whether the previous transmission check data and the latest transmission check data are different Judging, previous transmission check data and recent If the check data is different from a shorthand it may execute the control for emitting the inspection light transmission.

The brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention further includes a cooling member accommodated in the lower case to be in contact with the control board to cool the control board to generate heat, And the lower case includes an engagement slot provided in an inner space of the lower case to be engaged with the cooling member, wherein the cooling member is a cooling fluid accommodating chamber having a top surface opened in a hexahedron shape, A first flow path wall extending from the first side surface portion of the chamber toward the second side surface facing the first side surface portion to a predetermined length, a first flow path wall extending from the second side surface portion toward the first side surface portion, Wherein the first flow path wall and the second flow path wall are alternately arranged in one direction, The cooling fluid receiving chamber which is formed in a zigzag pattern flow path in the inner space of the cooling fluid receiving chamber; And is received in the inner space of the cooling fluid accommodating chamber and is positioned in the upper space of the first flow path wall and the second flow path wall from the upper surface of the metal plate toward the inner space of the cooling fluid accommodating chamber And a heat radiating portion protruding concavely from the first flow path wall and the second flow path wall and protruding in a conical shape and having a heat collecting space opened in the direction of the top surface of the metal plate; A fluid circulation pipe connected to an inlet part located at one end of the entire length of the flow path and an outlet part located at the other end of the entire length of the flow path to circulate the cooling fluid, And a fluid circulation means including a fluid circulation pump driven for circulation to the flow path and the fluid circulation tube and a heat exchanger installed on the fluid circulation tube and performing heat exchange with the fluid discharged from the outlet portion, The board cooling plate is mounted on the upper surface of the board cooling plate so as to be brought into close contact with the board cooling plate and accommodated in the cooling fluid accommodating chamber and the open portion of the heat collecting space catches heat emitted from the control board, , The radiator may be immersed in the water of the cooling fluid supplied to the flow path and cooled by the cooling fluid .

Industrial Applicability According to the brake assisting system for an industrial vehicle and a construction equipment according to the present invention, it is possible to omit a booster installed together with a brake device to increase the braking force of the vehicle, thereby advantageously reducing the production cost of the industrial vehicle and the construction equipment .

1 is a block diagram conceptually illustrating the configuration of a brake assisting system for an industrial vehicle and a construction equipment according to an embodiment of the present invention.
FIGS. 2A and 2B are a cross-sectional view and a perspective view for explaining the configuration of the forward clutch portion and the reverse clutch portion of the transmission control portion of the brake assisting system for an industrial vehicle and a construction equipment according to an embodiment of the present invention.
3 is an exploded perspective view illustrating a configuration of a transmission control unit of an industrial vehicle and a brake assisting system for a construction equipment according to an embodiment of the present invention.
FIG. 4 is a flowchart illustrating a process of controlling clipping speed by a brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention. Referring to FIG.
5 is a block diagram conceptually illustrating the configuration of a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention.
FIG. 6 is a flowchart illustrating a process of implementing display control of whether or not a transmission is checked by a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention.
7 is an exploded perspective view illustrating a brake assisting system for an industrial vehicle and a construction equipment according to another embodiment of the present invention.
8 is a perspective view for explaining a fluid circulating means of a brake assisting system for an industrial vehicle and a construction equipment according to another embodiment of the present invention.
9 is a cross-sectional view illustrating a board cooling plate and a control board accommodated in a cooling accommodating chamber of an industrial vehicle and a brake assisting system for a construction equipment according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a brake assistance system for an industrial vehicle and a construction equipment according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The present invention is capable of various modifications and various forms, and specific embodiments are illustrated in the drawings and described in detail in the text. It should be understood, however, that the invention is not intended to be limited to the particular forms disclosed, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. Like reference numerals are used for like elements in describing each drawing. In the accompanying drawings, the dimensions of the structures are enlarged to illustrate the present invention in order to clarify the present invention.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, the terms "comprises", "having", and the like are used to specify that a feature, a number, a step, an operation, an element, a part or a combination thereof is described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

1 to 3, a brake auxiliary system for an industrial vehicle and a construction equipment according to an embodiment of the present invention includes a transmission portion 100, a speed change operation portion 200, a brake pedal switch 500, an accelerator pedal switch 600, a speed sensing sensor 300, and a transmission control unit 400.

The transmission portion 100 includes a forward clutch portion 110, a reverse clutch portion 120, a forward side solenoid valve 130, a reverse side solenoid valve 140, a charging pump 150, and a main pressure valve 160 do.

The forward clutch portion 110 and the reverse clutch portion 120 are constructed in a negative type and configured identically to each other.

The forward clutch portion 110 and the reverse clutch portion 120 are disposed in parallel with each other in the forward and reverse first-stage transmissions, and are disposed between the engine power input side and the engine power output side that outputs the engine power to the traveling wheels.

First, the clutch shaft 10 is connected to the engine power input side.

The clutch shaft 10 has a hydraulic pressure path 12 for supplying hydraulic pressure to one surface of the clutch piston 30 and a clutch drum 20 for forming a constant inner space is formed integrally with the clutch shaft 10 .

At this time, the clutch piston (50) is disposed in the space on one side of the inner space of the clutch drum (20) so as to be movable forward and backward.

The clutch piston 50 is moved backward by being separated from the clutch pack 50 while being pushed by the hydraulic pressure entering the hydraulic path 12 of the clutch shaft 10, And moves forward by the resilient restoring force of the return spring 40 at the time of release, and presses the clutch pack 50.

The return spring 40 is compressibly mounted between one wall surface of the inner space of the clutch drum 20 and one surface of the clutch piston 30 so as to be compressed upon retraction of the clutch piston 30, ) To the clutch pack (50) when the hydraulic pressure introduced into the clutch piston (50) is released.

The clutch pack 50 is disposed in the other space of the inner space of the clutch drum 20 to transmit power when the disk and the friction plate are closely coupled to each other and to block power when separated from each other.

The clutch pack 50 is disengaged from the clutch pack 50 due to the release of the pressing force of the clutch piston 30, that is, the hydraulic pressure that enters the hydraulic path 12 of the clutch shaft 10, The clutch piston 30 is disengaged at the same time as the clutch pack 50 is disengaged to shut off the engine power. On the other hand, when the clutch piston 50 presses the clutch pack 50 again under the elastic restoring force of the return spring 40 when the hydraulic pressure is released, It is in a state of transmitting.

A clutch gear 60 is disposed at the other end of the clutch drum 20. The clutch gear 60 is connected to the clutch pack 50 and is rotatable via a bearing And serves to output the engine power to the traveling wheel when the clutch pack 50 is engaged.

A piston guide 14 is mounted on the outer circumferential surface of the clutch shaft 10 adjacent to the clutch drum 20. The piston guide 14 is engaged with the clutch piston 30, And to guide the linear movement in the forward and backward directions.

Further, an axle portion 70 for switching the rotational direction is further connected to the clutch gear 60 of the reverse negative-clutch assembly 200.

When the operating fluid and the hydraulic pressure are supplied to the forward clutch portion 110 and the reverse clutch portion 120, the transmission portion 100 is blocked from advancing or backward traveling due to the gear shift. When the forward clutch portion 110 and the reverse clutch portion 120 are engaged, When the supply of the working fluid and the hydraulic pressure is interrupted by the clutch 120, the forward running or the backward running is applied according to the gear shift.

The forward solenoid valve 130 interrupts and applies the transfer of the working fluid for the operation of the forward clutch portion 110. To this end, the forward-side solenoid valve 130 may open and close the hydraulic path of the forward clutch portion 110. [

The reverse side solenoid valve 140 interrupts and applies the transfer of the working fluid for the operation of the reverse clutch portion 120. To this end, the reverse side solenoid valve 140 may open or close the hydraulic path of the reverse clutch 120.

The charging pump 150 supplies the working fluid in the transmission toward the forward clutch portion 110 and the reverse clutch portion 120.

The main pressure valve 160 supplies the hydraulic fluid of the working fluid and the working fluid supplied from the charging pump 150 to the forward-side solenoid valve 130 and the reverse-side solenoid valve 140.

When the driver shifts to one of the forward / neutral / reverse shift positions, the shift position control signal is transmitted to the transmission control unit 200. The shift control unit 200 is provided in the driver's seat of the vehicle, Lt; / RTI >

The brake pedal switch 500 is connected to a brake pedal in the vehicle, and an ON signal is input to the transmission control unit 400 when the driver of the vehicle depresses the brake pedal. Further, the brake pedal is connected to a master cylinder which supplies a fluid to the brake device and presses the brake pedal. When the brake pedal is depressed, the master cylinder supplies a certain pressure oil to the brake device, thereby braking the vehicle by the brake device.

The accelerator pedal switch 600 is connected to an accelerator pedal in the vehicle, and an ON signal is input to the transmission controller 400 when the driver of the vehicle depresses the accelerator pedal.

The speed sensing sensor 300 is connected to the axle portion 70 of the vehicle to sense the vehicle speed. The axle portion 70 of the vehicle is connected to the output shaft of the transmission portion 100 and is powered by the forward clutch portion 110 and the reverse clutch portion 120 of the transmission portion 100 to rotate the wheel of the vehicle An output shaft of the transmission portion 100, and reduction gears connected to the wheels of the vehicle. The speed sensing sensor 300 may be connected to the axle portion 70 to detect the vehicle speed by detecting the rotational speed of the wheel of the vehicle.

The transmission control unit 400 receives signals from the speed change control unit 200, the speed sensing sensor 300, the accelerator pedal switch 600 of the vehicle, and the brake pedal switch 500 of the vehicle, Side solenoid valve 130 and the reverse-side solenoid valve 300 according to a signal input of the accelerator pedal switch 600 and the brake pedal switch 500, and a current vehicle speed measured by the speed sensing sensor 300, (140).

The transmission control section 400 includes a control for decelerating the vehicle together with the braking device in accordance with the position of the shift position according to the operation of the shift operating section 200.

That is, when the front diagnosis signal is inputted from the speed change operation unit 200 and the OFF signal is inputted from the accelerator pedal switch 600 and the ON signal from the brake pedal switch 500 is inputted to the transmission control unit 400 The transmission control unit 400 closes the reverse side solenoid valve 140 to less than 100% to control the speed of the vehicle to be reduced.

When a post-diagnosis signal is input from the shift control unit 200 and an OFF signal is input from the accelerator pedal switch 600 and a signal from the brake pedal switch 500 is input, the transmission control unit 400 And controls the speed of the vehicle to be decelerated by closing the forward-side solenoid valve 130 to less than 100%.

When a neutral stage signal is input from the speed change control unit 200 and an off signal is input from the accelerator pedal switch 600 and a signal from the brake pedal switch 500 is input, the transmission control unit 400 The forward-side solenoid valve 130 and the reverse-side solenoid valve 140 are closed by 100% to control the speed of the vehicle to be in a decelerated and parked state.

Meanwhile, the transmission control unit 400 is installed at one side of the interior of the vehicle. The transmission control unit 400 includes a control board 410, a lower case 420, a connector 440, an upper case 430, and a sealing member 450.

The control board 410 receives a signal from the speed change operating part 200, the accelerator pedal switch 600, the brake pedal switch 500 and the speed sensing sensor 300 on the board and outputs the signals to the forward side solenoid valve 130 and the reverse side A control circuit for controlling the opening and closing of the solenoid valve 140 is configured on the substrate.

The lower case 420 receives the control board 410 therein. For example, the lower case 420 may have a rectangular shape with an open upper face, and the control board 410 may be inserted through an opened upper face.

The connector 440 is connected to the control circuit 440 so that the control circuit controls the speed change operation part 200, the speed sensing sensor 300, the accelerator pedal switch 600, the brake pedal switch 500, the forward side solenoid valve 130 and the reverse side solenoid valve 140, respectively. The connector 440 is provided on one side of the control board 410 and is electrically connected to the control circuit and includes a speed change operating portion 200, a speed sensing sensor 300, an accelerator pedal switch 600, a brake pedal switch 500, a forward-side solenoid valve 130, and a reverse-side solenoid valve 140, and a cable having a connector.

The upper case 430 covers the open upper surface of the lower case 420 and protects the control board 410 accommodated in the lower case 420 from the outside. For example, the upper case 430 may have a rectangular shape in plan view so as to cover the upper surface of the lower case 420, and a connector connection hole (not shown) may be provided in the middle of the upper case 430 to expose the connector 440.

The sealing member 450 is interposed between the engaging portions of the upper case 430 and the lower case 420 to prevent foreign substances from entering the upper case 430 and the lower case 420 from the outside.

The brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention is configured such that the forward clutch portion 110 and the reverse clutch portion 120 are simultaneously engaged with the axle portion 70 ), The parking function can be implemented.

When the speed measurement value inputted from the speed sensing sensor 300 is 0 km, the transmission control unit 400 sets the forward-side solenoid valve 130 and the reverse-side solenoid valve 140 to OFF, The parking of the vehicle is realized by interrupting the supply of the operating fluid and the working fluid to the reverse clutch portion 120 and the reverse clutch portion 120, respectively.

At this time, the output shaft of the forward clutch portion 110 and the reverse clutch portion 120 are simultaneously connected to the reduction gear of the axle portion 70, and the rotation direction of the reduction gear of the axle portion 70 by the forward clutch portion 110, Since the rotation directions of the decelerator of the axle portion 70 by the reverse clutch portion 120 are opposite to each other, when the output of the forward clutch portion 110 and the output of the reverse clutch portion 120 are simultaneously connected to the speed reducer of the axle portion 70 The axle portion 70 acts on the speed reducer in opposite directions, so that the axle portion 70 can be fixed without rotating. Accordingly, the parking operation of the vehicle can be realized.

The speed of the vehicle can be reduced by adjusting the degree to which the forward clutch portion 110 and the reverse clutch portion 120 are in contact with the axle portion 70 based on such parking operation. That is, the extent to which the forward clutch portion 110 and the reverse clutch portion 120 are in contact with the axle portion 70 is adjusted by adjusting the degree to which the forward-side solenoid valve 130 and the reverse-side solenoid valve 140 are opened and closed, It is possible to adjust the degree to which the portion 110 and the reverse clutch portion 120 are in contact with the axle portion 70, thereby reducing the speed of the vehicle.

That is, in the forward travel of the vehicle, since the forward-side solenoid valve 130 is closed by 100%, the working fluid and the working fluid are not supplied to the forward clutch portion 110 so that the forward clutch portion 110 is connected to the axle portion 70 And the backward solenoid valve 140 is opened 100% so that the operating fluid and the operating fluid pressure are supplied to the backward clutch 120 and the backward clutch 120 is not connected to the axle portion 70, . On the other hand, when the vehicle is running backward, the backward solenoid valve 140 is closed by 100%, so that the backward clutch 120 is not supplied with the working fluid and the working fluid pressure so that the backward clutch 120 is connected to the axle portion 70 The forward solenoid valve 130 is opened 100% so that the forward clutch portion 110 is supplied with the working fluid and the working fluid pressure so that the forward clutch portion 110 is not connected to the axle portion 70, .

During the forward travel and the backward travel, for example, when the operation of the shift operating portion 200 is the preliminary diagnostic position, the forward-side solenoid valve 130 is closed 100% so that the forward clutch portion 110 is fully engaged with the axle portion 70 The backward solenoid valve 140 is closed to less than 100%, for example, 80%, so that the reverse clutch 120 is not fully contacted to the axle portion 70 and the speed of the vehicle can be reduced. As described above, when the driver of the vehicle depresses the brake pedal, the deceleration drive of the vehicle speed is performed in accordance with the forward diagnosis signal or the backward diagnosis signal input from the shift control portion 200 of the transmission control portion 400, ) And the reverse side solenoid valve 140 by 100% and closes the remaining one by 100%, so that the speed of the vehicle is reduced to 0 km.

Hereinafter, a process of controlling braking of an industrial vehicle through a brake assist system according to an embodiment of the present invention will be described with reference to FIG. 4. For example, an industrial vehicle is driven in a forward direction. 4 is a flowchart illustrating a process of controlling braking of a vehicle by a brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention.

First, during forward travel of the vehicle, the transmission control unit 400 determines whether an off signal is input from the accelerator pedal switch 600 and a signal from the brake pedal switch 500 is input (S110).

When an OFF signal is input from the accelerator pedal switch 600 and a signal from the brake pedal switch 500 is input, the transmission control unit 400 closes the reverse side solenoid valve 140 to less than 100% (S120). For example, the reverse side solenoid valve 140 may be closed to 80%, so that a portion of the reverse clutch portion 120 corresponds to the axle portion 70, thereby reducing the speed of the vehicle to 0 km.

At this time, when the driver depresses the brake pedal, when the brake pedal is depressed, the master cylinder interlocks with the brake pedal to supply a predetermined pressure to the brake device, so that braking by the pressure acting on the brake device is implemented, The forward clutch portion 110 is closed by 100% and the reverse clutch portion 120 is closed by 80% with the braking by the brake device so that the forward clutch portion 110 and the reverse clutch portion 120 are connected to the axle portion 70, Of the braking force.

Then, in a state where the vehicle is decelerated, the transmission control unit 400 determines whether an off signal is input from the brake pedal switch 500 and a signal from the accelerator pedal switch 600 is input (S130).

When an OFF signal is input from the brake pedal switch 500 and a signal from the accelerator pedal switch 600 is input to the transmission control unit 400, the transmission control unit 400 receives the front diagnosis signal from the shift control unit 200, The backward clutch solenoid valve 140 is opened by 100% so that the backward clutch 120 is in a closed state in which the axle portion 70 is connected to the axle portion 70, So that the vehicle is accelerated toward the advancing direction (S140).

The brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention brakes as a mechanical drive by a braking device when the driver depresses the brake while the vehicle is running and is electrically controlled by the electronic control of the transmission controller 400 The forward clutch portion 110 and the reverse clutch portion 120 may be connected to the axle portion 70 to decelerate the vehicle.

Therefore, when the brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention is used, the booster installed together with the brake device can be omitted to increase the braking force of the vehicle, There is an advantage that cost can be saved.

In addition, when the brake device and the booster are installed, braking by electronic control of the transmission control part 400 is additionally provided, which has the advantage of further increasing the braking force of the vehicle.

Hereinafter, a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention will be described with reference to FIGS. 5 and 6, focusing on differences between the brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention . FIG. 5 is a block diagram conceptually showing the construction of a brake assisting system for an industrial vehicle and a construction equipment according to another embodiment of the present invention. FIG. 6 is a schematic view of a brake assisting system for an industrial vehicle and a construction equipment according to another embodiment of the present invention. Fig. 8 is a flowchart for explaining a process in which the display control of whether or not the transmission is checked by the driver is implemented. Fig.

5, a brake assistance system for an industrial vehicle and a construction equipment according to another embodiment of the present invention includes a transmission check lamp 800 and a pressure measurement sensor 900, The structure of the brake assisting system for the industrial vehicle and the construction equipment according to the embodiment is the same as that of the brake assisting system for the construction equipment. Therefore, the transmission check lamp 800 and the pressure measuring sensor 900 will be described below.

The transmission check lamp 800 is installed inside the vehicle. As an example, the transmission check lamp 800 may be an LED configured to emit red light.

The pressure measuring sensor 900 is connected to the inner space through which the working fluid flows in the forward clutch part 110 or the inner space into which the working fluid flows from the backward clutch part 120, Or the inner space of the rear clutch unit 120 by increasing the pressure of the working fluid supplied to the inner space of the rear clutch unit 120 or the inner space of the rear clutch unit 120, To output a pressure measurement value for each section when the fluid pressure increasing from 0 to 100% is increased by 10% with respect to the inner space of the forward clutch portion 110 or the inner space area 100% of the rear clutch portion 120 Respectively. That is, the pressure measurement sensor 900 can output 10% of the pressure measurement value, 20% of the pressure measurement value, 30% of the pressure measurement value, and 100% of the pressure measurement value when the fluid pressure increases by 10% And the pressure measurement values output at the time of 10% increments indicate the pressure measurement values of the respective sections. For example, the pressure measuring sensor 900 may be connected to the inner space of the clutch drum 20 of the forward clutch portion 110.

The transmission control unit 400 may further include a storage unit 460 and a timer 470 for receiving the pressure measurement values of the respective sections output from the pressure measurement sensor 900.

The storage unit 460 controls the transmission control unit 400 such that the current vehicle speed value measured by the speed sensing sensor 300 and the pressure measurement value of each interval are matched with each other when the pressure measurement value of each interval is input to the transmission control unit 400 Data is stored. For example, the storage unit 460 may be configured in the control board 410 of the transmission control unit 400 and may be in the form of a RAM.

The timer 470 counts time and may be provided to count the time at which the transmission check data is stored in the storage 460, for example, the date on which the transmission check data is stored.

In addition, the transmission control unit 400 sets a transmission check period for performing the transmission check on the basis of the transmission check data stored in the storage unit 460, and transmits the transmission check data to the storage unit 460 at least once every day May be set to save. For example, the transmission control unit 400 may store the transmission check data in the storage unit 460 at a predetermined time of day. For example, the transmission check period may be set to a time at which the transmission check data for one week is stored. In this case, the next transmission check period may be counted as the first day, have.

The transmission control unit 400 may also be configured such that the hydraulic pressure of the working fluid and the working fluid is supplied to the forward clutch unit 110 or the reverse clutch unit 120 for forward traveling or backward travel of the vehicle, The vehicle speed value matching the pressure measurement value for each section and the pressure measurement value for each section is stored in the storage unit 460 and then it is determined whether or not the present time is the transmission check period, It is determined whether or not the previous transmission check data and the latest transmission check data are different by comparing the previous transmission check data confirmed in the previous transmission check period with the latest transmission check data confirmed in the current transmission check period, And when the latest transmission check data is different, the transmission check lamp 800 can be controlled to emit light.

Hereinafter, the process of controlling the braking of the vehicle by the brake assist system for the industrial vehicle and the construction equipment according to another embodiment of the present invention is the same as the brake assist system for the industrial vehicle and the construction equipment according to the embodiment of the present invention 6, a description will be made with reference to FIG. 6 as to a process for indicating whether or not a transmission is required to be checked by a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention. .

The process of indicating whether or not the transmission is required to be checked may be performed by supplying the hydraulic fluid of the working fluid and the working fluid to the forward clutch portion 110 or the backward clutch portion 120 for forward travel or backward travel of the vehicle, Or when the reverse clutch portion 120 is separated from the axle portion 70. [

6, the process of displaying the necessity of the transmission check during forward travel of the vehicle is performed when the pressure of the working fluid is inputted to the reverse clutch 120 by opening the reverse side solenoid valve 140, The controller 400 stores the measured pressure value for each section and the vehicle speed value that matches the pressure measured value for each section in the storage unit 460 at step S210.

Then, it is determined whether the present time is a transmission period check period (S220).

Then, if it is a transmission check period, the previous transmission check data in the storage part 460, which has been confirmed in the previous transmission check period, is compared with the latest transmission check data confirmed in the current shift check period in the storage part 460, It is determined whether the previous transmission check data and the latest transmission check data are different (S230).

Next, the transmission control unit 400 causes the transmission check lamp 800 to emit light when the previous transmission check data and the latest transmission check data are different (S240). At this time, when the transmission control unit 400 compares the previous transmission check data and the latest transmission check data, the vehicle speed value matching the pressure measurement value of each section in each transmission check data is smaller than the previous transmission check data It is determined that the previous transmission check data and the latest transmission check data are different.

The brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention measures a pressure measurement value of a working fluid supplied to the forward clutch portion 110 or the backward clutch portion 120 according to a predetermined schedule, It is possible to confirm whether the latest vehicle speed value is measured to be lower than the previous vehicle speed value by checking the current vehicle speed value measured when the pressure measurement value is measured at regular intervals.

Here, when the recent vehicle speed value is measured to be lower than the previous vehicle speed value, it means that the shift speed of the vehicle is lowered. That is, the recent vehicle speed value is lowered because the vehicle speed is lowered because the shift process is slowed down and the vehicle can not be accelerated quickly. Therefore, the lowering of the speed of the vehicle is caused by the operation of the charging pump 150 for supplying the operating fluid to the forward clutch portion 110 or the reverse clutch portion 120 and the operation of the working fluid by the fluid supply means such as the main pressure valve 160 It means that the performance of the fluid supply means in a state in which the supply is not smooth, largely deteriorates the performance of the transmission portion 100.

Therefore, by using the brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention, it is easy for the driver to confirm that the acceleration of the vehicle is lowered in the process of shifting the vehicle for forward or backward travel of the vehicle And the driver can immediately check the acceleration of the vehicle through the transmission check lamp 800 while the vehicle is running. Accordingly, the driver immediately recognizes the state where the acceleration of the vehicle is lowered, There is an advantage that the maintenance of the apparatus can be performed quickly.

Hereinafter, a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention will be described with reference to FIGS. 7 to 9, in which the difference from the brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention Explained mainly. FIG. 7 is an exploded perspective view for explaining a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention, and FIG. 8 is a perspective view of a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention. 9 is a cross-sectional view illustrating a state in which a board cooling plate and a control board are accommodated in a cooling accommodating chamber of an industrial vehicle and a brake assisting system for a construction equipment according to another embodiment of the present invention .

7 to 9, in a brake assist system for an industrial vehicle and a construction equipment according to another embodiment of the present invention, the transmission controller 400 controls the lower case (not shown) 420 are the same as those of the brake assist system for an industrial vehicle and a construction equipment according to an embodiment of the present invention except that they further include a cooling member 700 that is received in the interior of the control board 410 and contacts the control board 410, The cooling member 700 will be mainly described.

The cooling member 700 includes a cooling fluid accommodating chamber 710, a board cooling plate 720, and a fluid circulating means 730.

The cooling fluid accommodating chamber 710 is provided in a hexahedron shape having an opened top surface and includes a first flow path wall 711 and a second flow path wall 712.

The first flow path wall 711 extends from the first side face 710a of the cooling fluid accommodation chamber 710 toward the second side face 710b facing the first side face 710a. At this time, the end of the first flow path wall 711 facing the second side surface portion 710b is spaced apart from the second side surface portion 710b.

The second flow path wall 712 extends from the second side surface portion 710b toward the first side surface portion 710a and is spaced apart from the first flow path wall 711 by a predetermined distance. At this time, the end of the second flow path wall 712 facing the first side surface portion 710a is also spaced apart from the first side surface portion 710a.

The first flow path wall 711 and the second flow path wall 712 are alternately arranged along the direction perpendicular to the longitudinal direction of the first flow path wall 711 and the second flow path wall 712 to form a cooling fluid accommodating chamber And the height of the first flow path wall 711 and the second flow path wall 712 is set to a height of the first side surface portion 710a and the second side surface portion 710b .

The board cooling plate 720 is a metal plate having a rectangular plate shape. The board cooling plate 720 is seated at the upper end of the first flow path wall 711 and the second flow path wall 712 and accommodated in the inner space of the cooling fluid receiving chamber 710.

The board cooling plate 720 also includes a heat dissipating portion 721. The heat radiating portion 721 is protruded concavely from the upper surface of the board cooling plate 720 toward the inner space of the cooling fluid accommodating chamber 710 and is positioned between the first flow path wall 711 and the second flow path wall 712, And has a heat collecting space 721a which is open in the direction toward the upper surface of the board cooling plate 720 inside. The heat dissipating portion 721 is cooled by being immersed in the water of the cooling fluid supplied to the flow path 713 in the cooling fluid accommodating chamber 710.

A control board 410 is disposed on the upper surface of the board cooling plate 720 and the control board 410 is received in the cooling fluid receiving chamber 710. The control board 410 includes a board cooling plate 720, And the open part of the heat collecting space 721a is opposed to the control board 410 so that the heat emitted from the control board 410 is transmitted to the heat collecting space 721a ). ≪ / RTI >

The fluid circulating means 730 circulates the cooling fluid to the flow path 713 formed in the cooling fluid accommodating chamber 710. The fluid circulating means 730 includes a fluid circulating pipe 731, a fluid circulating pump 732, and a heat exchanger 733.

The fluid circulation pipe 731 is connected to an inlet portion 7131 located at one end of the entire length of the flow path 713 and an outlet portion 7132 located at the other end of the entire length of the flow path 713, .

The fluid circulation pump 732 is installed on the fluid circulation pipe 731 and is driven to circulate the cooling fluid to the flow path 713 and the fluid circulation pipe 731.

Is installed on the fluid circulation pipe (731) and cools the cooling fluid whose temperature is increased by heat exchange with the fluid discharged from the outlet (7132).

The fluid circulating means 730 is disposed outside the cooling fluid accommodating chamber 710 and accommodated inside the lower case 420 together with the cooling fluid accommodating chamber 710.

The brake assisting system for an industrial vehicle and a construction equipment according to another embodiment of the present invention includes a heat generating unit for generating heat due to outside air and repetitive control operations in an enclosed space inside the upper case 430 and the lower case 420, The control board 410 of the transmission control unit 400, which is heated by the cooling water, can be rapidly cooled.

That is, for cooling the control board 410, a cooling fluid circulates through the flow path 713 and the fluid circulation pipe 731 formed inside the cooling fluid accommodating chamber 710. The cooling fluid is pumped and circulated by the fluid circulation pump 732 and the cooling fluid introduced through the fluid circulation pipe 731 at the inlet portion 7131 of the flow path 713 flows into the inlet portion 7131 toward the outlet portion 7132 in a zigzag manner.

As the cooling fluid moves along the flow path 713, the board cooling plate 720 is cooled to a temperature lower than the temperature inside the lower case 420 and the upper case 430 by the cooling fluid, and the cooled board cooling plate 720 Is cooled by the cooled board cooling plate (720).

The heat emitted from the control board 410 is formed in the board cooling plate 720 and the heat is transmitted to the control board 410 through the heat dissipating unit 410, The heat dissipating portion 721 is cooled quickly because the heat dissipating portion 721 is immersed in the water of the cooling fluid moving along the flow path 713. The heat dissipating portion 721 is formed in the heat collecting space 721a.

The control board 410 contacts the surface of the board cooling plate 720 and performs heat exchange with the board cooling plate 720 and the heat discharged from the control board 410 to collect the collected heat through the heat dissipating unit 721 The control board 410 can be cooled quickly.

On the other hand, the cooling fluid discharged from the outlet portion 7132 of the flow path 713 is heat-exchanged with the control board 410 to be discharged in a state of rising temperature, and the cooling fluid whose temperature has risen flows into the internal passage of the fluid circulation pipe 731 And the cooling fluid whose temperature has risen into the internal passageway of the fluid circulation pipe 731 is heat-exchanged in the heat exchanger 733 and cooled. The cooled fluid is pumped by the fluid circulation pump 732 and then moved toward the inlet 7131 of the flow path 713 through the fluid circulation pipe 731 to be supplied to the flow path 713, The supplied cooling fluid again moves along the flow path 713 in the direction of the outlet portion 7132 of the flow path 713.

Since the control board 410 of the transmission control unit 400 can be rapidly cooled at all times through the circulation process of the fluid, the control of the transmission control unit 400 is repeatedly performed during the operation of the industrial vehicle, The transmission control unit 400 can maintain a stable temperature without generating heat at all times and thus can prevent failure and control errors of the transmission control unit 400 due to heat generation of the transmission control unit 400 There is an advantage that it is possible to prevent a safety accident caused by an operational error during running of an industrial vehicle.

On the other hand, it is possible to effectively prevent and remove the adhesion of contaminants to the outer surfaces of the lower case 420 and the upper case 430 of the transmission control unit 400 of the brake assisting system for industrial vehicles and construction equipment according to the embodiments of the present invention An anti-fouling coating layer coated with the anti-fouling coating composition can be formed.

The anti-contamination coating composition contains alkanolamide and amphopropionate in a molar ratio of 1: 0.01 to 1: 2, and the total content of alkanolamide and amphopropionate is 1 to 10 Weight%.

The molar ratio of alkanolamide and amphopropionate is preferably in the range of 1: 0.01 to 1: 2. When the molar ratio is out of the range, the coating property of the base material is lowered or the moisture adsorption on the surface is increased, There is a problem to be removed.

The alkanolamide and amphopropionate are preferably used in an amount of 1 to 10% by weight in the aqueous solution of the total composition. When the amount is less than 1% by weight, the applicability of the base material is deteriorated. When the amount is more than 10% by weight, So that crystal precipitation is likely to occur.

On the other hand, as a method of applying the present anti-fouling coating composition onto a substrate, it is preferable to coat it by a spray method. The thickness of the final coated film on the substrate is preferably 500 to 2000 angstroms, more preferably 1000 to 2000 angstroms. When the thickness of the coating film is less than 500 ANGSTROM, there is a problem that it deteriorates in the case of a high-temperature heat treatment. When the thickness is more than 2000 ANGSTROM, crystallization of a coated surface tends to occur.

The anti-contamination coating composition may be prepared by adding 0.1 mol of alkanolamide and 0.05 mol of amphopropionate to 1000 mL of distilled water, followed by stirring.

On the other hand, on the surface of the clutch shaft 10 of the transmission portion 100 of the brake assisting system for industrial vehicles and construction equipment according to the embodiments of the present invention, a corrosion-resistant coating layer is formed. The surface coating material for forming the anti-corrosion coating layer is composed of 20% by weight of a tolytriazole, 15% by weight of benzimidazole, 10% by weight of trioctylamine, 15% by weight of hafnium and 40% 8 占 퐉.

Toluetriazole, benzimizazole, and trioctylamine serve to prevent corrosion and prevent discoloration.

Hafnium is a corrosion-resistant transition metal element that plays a role in providing excellent waterproofness and corrosion resistance.

 Aluminum oxide is added for the purpose of refractoriness and chemical stability.

The reason why the ratio of the constituent components and the thickness of the coating are limited as described above is that the present inventor has analyzed through several test results, and as a result, showed the optimum corrosion inhibiting effect at the above ratios.

Therefore, the outer surface of the clutch shaft can be prevented from being corroded by the anti-corrosive coating layer, thereby extending the service life of the product.

Meanwhile, the sealing member 450 of the transmission control unit 400 of the industrial vehicle and the brake auxiliary system for the construction equipment according to the embodiments of the present invention may be made of a rubber material, and the sealing member 450 ) Is mixed with 60% by weight of rubber, 33 to 36% by weight of carabone black, 2 to 5% by weight of an antioxidant and 1 to 3% by weight of sulfur as an accelerator.

When the content is less than 33% by weight, the elasticity and abrasion resistance are reduced. When the content is more than 36% by weight, the rubber content of the main component is relatively small and the elasticity may be lowered. , And 33 to 36% by weight.

The antioxidant is selected from 3C (N-PHENYL-N'-ISOPROPYL-P-PHENYLENEDIAMINE) or RD (POLYMERIZED 2,2,4-TRIMETHYL-1,2-DIHYDROQUINOLINE) If the content is less than 5% by weight, the content of the rubber as a main component may be relatively small and the elasticity may be lowered. Further, since the cost of the antioxidant is high, To 5% by weight is appropriate.

Sulfur, which is an accelerator, is mixed in an amount of 1 to 3% by weight. When less than 1% by weight, the effect of vulcanization is insignificant in the heating process during molding, so 1% by weight or more is added. If the content is more than 3% by weight, the content of the rubber as the main component may be relatively small and the elasticity may be lowered. Therefore, 1 to 3% by weight is appropriate.

Accordingly, since the present invention is reinforced with synthetic rubber having elasticity in various directions, the elasticity, toughness and rigidity of the sealing member 450 are increased, so that the durability is improved and thus the life of the sealing member 450 is increased.

Further, since the shifting operation unit 200 is coated with a fragrance material having a function such as a treatment for respiratory diseases, it exhibits effects on the user's fatigue recovery and health promotion.

The functional oil may be mixed with 95 to 97% by weight of a perfume, 3 to 5% by weight of a functional oil, 50% by weight of a functional oil, 50% by weight of a tangerine oil, And 50% by weight of palmitoleic acid oil.

Here, the functional oil is preferably mixed with 3 to 5% by weight based on the perfume. If the mixing ratio of the functional oil is less than 3% by weight, the effect is insignificant. If the mixing ratio of the functional oil exceeds 3 to 5% by weight, the function is not greatly improved, but the manufacturing cost is greatly increased.

Tangerine oil in functional oil is citronellol, linalool, cital, etc. It has good effect on relieving stress by preserving, shaking and sedating.

 Palmitoleic acid oil is antioxidant, good for dry or aged skin, and has excellent effects on cell regeneration, sterilization, skin inflammation treatment.

As the functional oil is coated on the shift control portion 200, it contributes to restoration of fatigue and health improvement of the worker.

The description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features presented herein.

100: Transmission unit 200: Shift control unit
300: Speed sensing sensor 400:
500: Brake pedal switch 600: Accelerator pedal switch
700: cooling member

Claims (4)

A forward solenoid valve 130 for shutting off and applying a working fluid for the operation of the forward clutch part 110, the reverse clutch part 120 and the forward clutch part 110, the reverse clutch part 120, A solenoid valve 140 for shutting off and applying the working fluid for operation of the solenoid valve 150, a charging pump 150 for supplying the working fluid toward the forward clutch part 110 and the backward clutch part 120, And a main pressure valve 160 for supplying the operating fluid supplied from the charging pump 150 and the hydraulic fluid of the operating fluid to the forward solenoid valve 130 and the reverse solenoid valve 140, ;
A shift operating portion 200 for forward / neutral / reverse shift range operation;
A brake pedal switch 500 connected to a brake pedal in the vehicle;
An accelerator pedal switch 600 connected to an accelerator pedal in the vehicle;
A speed sensing sensor 300 connected to the axle portion 70 of the vehicle to sense the vehicle speed; And
The speed change control unit 200 receives signals from the speed control unit 200, the accelerator pedal switch 600 and the brake pedal switch 500 and receives the current vehicle speed from the speed sensing sensor 300, And a transmission control unit 400 for controlling opening and closing operations of the forward-side solenoid valve 130 and the reverse-side solenoid valve 140 according to signal inputs of the accelerator pedal switch 600 and the brake pedal switch 500 and,
When a front diagnosis signal is input from the speed change control unit 200 and an OFF signal is input from the accelerator pedal switch 600 and an ON signal is input from the brake pedal switch 500, (400) closes the backward solenoid valve (140) to less than 100% to control the speed of the vehicle to decelerate,
When a post-diagnosis signal is input from the shift control portion 200 and an OFF signal is input from the accelerator pedal switch 600 and a signal from the brake pedal switch 500 is input, the transmission controller 400 controls the forward Side solenoid valve 130 is closed to less than 100% to control the speed of the vehicle to be decelerated,
When a neutral stage signal is input from the speed change control unit 200 and an OFF signal is input from the accelerator pedal switch 600 and a signal from the brake pedal switch 500 is input, the transmission control unit 400 controls the forward Side solenoid valve (130) and the reverse-side solenoid valve (140) by 100% to control the speed of the vehicle to be decelerated.
Brake assist system for industrial vehicles and construction equipment. The method according to claim 1,
The transmission control unit (400)
A control board 410 on which a control circuit is formed;
A lower case 420 for receiving the control board therein;
And the control circuit is electrically connected to the speed change operation unit 200, the speed sensing sensor 300, the accelerator pedal switch 600, the brake pedal switch 500, the forward side solenoid valve 130, A connector 440 for electrically connecting to the side solenoid valve 140;
An upper case 430 coupled to an open side of the lower case 420 and having a connector hole for receiving the connector 440 and exposing the connector 440 to the outside; And
And a sealing member (450) interposed between the engaging portions of the upper case (430) and the lower case (420).
Brake assist system for industrial vehicles and construction equipment. 3. The method of claim 2,
The transmission control unit 400 further includes a cooling member 700 accommodated in the lower case 420 to contact the control board 410 to cool the control board 410 to be heated,
The lower case 420 includes an engagement slot 421 provided in an inner space of the lower case 420 for coupling the cooling member 700,
The cooling member (700)
And a second side surface portion 710b facing the first side surface portion 710a from the first side surface portion 710a of the cooling fluid accommodating chamber 710. The cooling fluid accommodating chamber 710 includes a first side surface portion 710a, A first flow path wall 711 extending from the second side wall portion 710b toward the first side wall portion 710a by a predetermined length and spaced apart from the first flow path wall 711 by a predetermined distance The first flow path wall 711 and the second flow path wall 712 are alternately arranged in one direction to form a zigzag shape in the inner space of the cooling fluid accommodating chamber 710, A cooling fluid accommodating chamber 710 in which the cooling fluid accommodating chamber 710 is formed;
And is received in the inner space of the cooling fluid accommodating chamber 710 and is positioned on the upper end of the first flow path wall 711 and the second flow path wall 712, And is protruded in a conical shape and is open in the direction of the top surface of the metal plate, which is located between the first flow path wall 711 and the second flow path wall 712 and protrudes concavely toward the inner space of the cooling fluid accommodating chamber 710 A board cooling plate 720 including a heat radiating portion 721 having a heat collecting space 721a;
A fluid circulation pipe 731 connected to an inlet 7131 located at one end of the entire length of the flow path and an outlet 7132 located at the other end of the flow path to circulate the cooling fluid, A fluid circulation pump 732 installed on the tube 731 and driven to circulate the cooling fluid to the flow path and the fluid circulation tube, and a fluid circulation pump 732 installed on the fluid circulation tube 731, And a fluid circulating means (730) including a heat exchanger (733) for heat exchange with the fluid to be discharged,
The control board 410 is mounted on the upper surface of the board cooling plate 720 so as to be in close contact with the board cooling plate 720 and accommodated in the cooling fluid accommodating chamber 710,
The open portion of the heat collecting space 721a collects the heat radiated from the control board 410, which is heated to face the control board 410,
Wherein the heat dissipating unit (721) is immersed in the water of the cooling fluid supplied to the flow path (713) and cooled by the cooling fluid.
Brake assist system for industrial vehicles and construction equipment. The method according to claim 1,
A transmission check lamp 800 installed inside the vehicle; And
The forward clutch portion 110 is connected to the internal space into which the working fluid flows or the internal space into which the working fluid flows from the reverse clutch portion 120, The forward clutch portion 110 is provided with a pressure change in the inner space of the forward clutch portion 110 or the inner space of the rear clutch portion 120 due to an increase in the pressure of the working fluid supplied to the inner space of the clutch portion 120, A pressure measuring sensor (not shown) that is configured to output a pressure measurement value for each section when the fluid pressure increasing from 0 to 100% is increased by 10% with respect to 100% of the internal space of the backward clutch portion 120 900);
The transmission control unit 400 receives the pressure measurement values of the respective sections output from the pressure measurement sensor 900 and measures the pressure measurement values of the respective sections at the time of inputting the pressure measurement values of the respective sections. And a timer (470) for counting time, wherein the controller (460) is configured to control the transmission of the transmission control data stored in the transmission (460) A transmission check period for executing the transmission check based on the check data is preset;
The transmission control unit 400 stores the transmission check data in the storage unit 460 at least once every day,
The transmission control unit 400 includes a transmission control unit 400 that receives a hydraulic pressure of the working fluid and a working fluid from the axle unit 70 and transmits the hydraulic pressure to the forward clutch unit 110 or the reverse clutch unit 120 during forward traveling or backward traveling of the vehicle. The vehicle speed value matching the pressure measurement value for each section and the pressure measurement value for each section is stored in the storage unit 460 and then it is determined whether or not the present time is the transmission check period, It is determined whether the previous transmission check data and the latest transmission check data are different from each other by comparing the previous transmission check data confirmed in the previous transmission check period with the latest transmission check data confirmed in the current transmission check period, And controls the transmission check lamp 800 to emit light when the check data is different ,
Brake assist system for industrial vehicles and construction equipment.

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