KR101934989B1 - Auto holding system of construction vehicle - Google Patents

Abstract

An auto-holding system for an industrial vehicle and construction equipment is disclosed. The auto-holding system for an industrial vehicle and construction equipment comprises: a transmission unit; a holding switch; a speed detection sensor; an accelerator pedal switch; a brake pedal switch; a shift operating unit; a driver detection sensor; and a transmission control unit.

Description

{AUTO HOLDING SYSTEM OF CONSTRUCTION VEHICLE}

The present invention relates to an auto-holding system for an industrial vehicle and a construction equipment, and more particularly to an auto-holding system for an industrial vehicle and a construction equipment capable of maintaining parking and parking conditions of the vehicle will be.

Generally, a clutch unit is provided in a transmission of an industrial vehicle (for example, a forklift) to transmit the power of the engine to the axle to perform the forward or reverse running function of the vehicle.

When the transmission is applied as a forward-reverse single-stage transmission, a forward clutch assembly for forward travel and a reverse clutch assembly for reverse travel are incorporated in the transmission.

When the forward solenoid valve for controlling the flow of the flow rate from the transmission pump is turned on, the forward clutch assembly is engaged to transmit power to the axle while when the reverse solenoid valve is turned on, the reverse clutch assembly is engaged, .

In order to park the vehicle during operation of the vehicle, the industrial vehicle stops the operation of the engine, that is, the industrial vehicle is turned off and stopped.

On the other hand, in the case of a forklift among industrial vehicles, the operation of carrying the cargo is repeatedly performed. That is, a process of stopping the vehicle at a position of one cargo, moving to another cargo loading space, stopping the cargo, and loading the cargo is frequently performed. In such a working environment, the car parking process is frequently performed do.

However, a conventional industrial vehicle such as a forklift can park the vehicle only by stopping the engine in order to park the vehicle. Therefore, in order to start the operation of the engine of the vehicle and stop the operation of the engine frequently for the parking of the vehicle and the re-running process of the vehicle, the driver can easily feel fatigue, there was.

Patent No. 10-0901161

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an auto-holding system for an industrial vehicle and a construction equipment capable of reducing the fatigue of a driver due to the operation of the vehicle.

An auto-holding 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 shutting off 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 holding position installed in the interior of the vehicle for switching the vehicle into a parking and holding mode; A speed sensing sensor connected to an axle portion of the vehicle to detect a vehicle speed; An accelerator pedal switch connected to an accelerator pedal installed inside the vehicle to detect whether the accelerator pedal is operated; A brake pedal switch connected to a brake pedal installed inside the vehicle to detect whether the brake pedal is operated; A shift operating portion for forward / neutral / reverse shift speed operation; A driver detection sensor which is provided on a seat portion on which a driver sits and outputs an ON signal when the driver sits on the seat portion and outputs an OFF signal when the driver is not seated on the seat portion; And a controller for receiving a current vehicle speed from the speed sensing sensor and receiving signals from the holding position, the speed change control unit, the driver detection sensor, the accelerator pedal switch, and the brake pedal switch, And a transmission control unit for controlling the opening and closing operation of the reverse side solenoid valve. When the holding position is set to ON, the transmission control unit determines whether the brake pedal switch of the vehicle is operated, And the forward-side solenoid valve and the reverse-side solenoid valve are set to OFF when the current vehicle speed inputted from the speed sensing sensor is 0 km, so that the supply of the working fluid and the hydraulic fluid of the operating fluid to the forward clutch portion and the reverse clutch portion So that the forward clutch portion and the reverse clutch portion And the transmission control unit sets either one of the forward-side solenoid valve and the reverse-side solenoid valve to ON according to the gear position of the shift operating unit when the accelerator pedal switch is ON, Wherein the supply of the operating fluid and the operating fluid is applied to the forward clutch portion or the reverse clutch portion so that the forward clutch portion or the reverse clutch portion is disconnected from the axle portion of the vehicle, The forward clutch portion and the reverse clutch portion are set not to perform control to disconnect the vehicle from the axle portion of the vehicle.

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 parking switch, 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.

An auto-holding 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 forward clutch unit or the reverse clutch unit connected to the axle unit to be disconnected from the axle unit And a control unit for storing a vehicle speed value matching the pressure measurement value for each section and a pressure measurement value for each section in the storage unit and then determining whether the present time is the transmission check period, And the latest transmission check data confirmed at the current transmission check period is compared to determine whether the previous transmission check data and the latest transmission check data are different. If the previous transmission check data and the latest transmission check data are different from each other , The transmission check lamp Control can be executed.

In an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention, the transmission control unit further includes a cooling member accommodated in the lower case to be in contact with the control board to cool the control board, 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 Cooling fluid receiving chamber in the flow path of a zigzag shape is formed 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 .

According to the auto-holding system for an industrial vehicle and a construction equipment according to the present invention, it is possible to maintain the vehicle in a stopped state for a while in accordance with the working environment in the industrial field without stopping the engine driving during the running of the vehicle, Even if the driver does not follow the present invention, even if the driver feels fatigued and tries to rest for a while, the vehicle can be kept in a stopped state for a while without stopping the engine driving. Therefore, Can be reduced.

In addition, in order to allow the vehicle to travel again while the parking mode of the vehicle is maintained, the vehicle is allowed to travel only when the driver is seated in the driver's seat by the driver detection sensor, so that the parking state of the vehicle in a state in which the driver is not seated is released So that there is an advantage that a safety accident caused by the vehicle running without a driver can be prevented.

1 is a block diagram conceptually showing the configuration of an auto-holding 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 a configuration of an advanced clutch portion and a reverse clutch portion of a transmission control portion of an auto-holding 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 auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention.
4 is a flowchart illustrating a process of implementing an auto-holding function by an auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention.
5 is a block diagram conceptually showing the configuration of an auto-holding 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 displaying a presence or absence of a transmission check by an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention and an auto-holding control.
7 is an exploded perspective view illustrating an auto-holding 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 an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention.
FIG. 9 is a cross-sectional view illustrating a board cooling plate and a control board accommodated in a cooling accommodating chamber of an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention.

Hereinafter, an auto-holding 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.

FIG. 1 is a block diagram conceptually showing the configuration of an auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention. FIGS. 2a and 2b are views for explaining the construction of an industrial vehicle and a construction equipment FIG. 3 is 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 auto-holding system, and FIG. 3 is a perspective view showing the configuration of the transmission control portion of the auto- Fig.

1 to 3, an auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention includes a transmission unit 100, a holding position 200, a speed sensing sensor 300, 700, 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 30 is disposed in the space of one side of the inner space of the clutch drum 20 so as to be movable forward and backward.

The clutch piston 30 is moved backward to be separated from the clutch pack 50 while being pushed by the hydraulic pressure entering the hydraulic pressure 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 side wall of the inner space of the clutch drum 20 and one side of the clutch 30 so that the return spring 40 is compressed during backward movement of the clutch piston 30, When the oil pressure flowing into the clutch pack 50 is released, the clutch piston 50 is elastically restored to the clutch pack 50 side.

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.

An output gear assembly 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.

The holding position 200 is installed in the interior of the vehicle, and switches the vehicle into a parking and holding mode. When the holding position 200 is set to ON, the parking and holding mode is set. When the holding position 200 is set to OFF, the parking and holding mode is released.

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 500. The shift control unit 500 is provided in the driver's seat of the vehicle, Lt; / RTI >

The accelerator pedal switch 610 is connected to an accelerator pedal installed in the vehicle and detects whether the accelerator pedal is operated or not. For example, the accelerator pedal switch 610 outputs an ON signal when the driver depresses the accelerator pedal, and an OFF signal when the driver does not depress the accelerator pedal.

The brake pedal switch 620 is connected to a brake pedal installed inside the vehicle to detect whether or not the brake pedal is operated. For example, the brake pedal switch 620 outputs an ON signal when the driver depresses the brake pedal, and an OFF signal when the driver does not depress the brake 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 is connected to the speed sensing sensor 300 so that the current vehicle speed is input from the speed sensing sensor 300. The transmission control unit 400 receives the current speed of the vehicle from the holding position 200, the speed sensing sensor 300, And is electrically connected to the forward side solenoid valve 130 and the reverse side solenoid valve 140, the brake pedal switch 620, and the accelerator pedal switch 610. The transmission control unit 400 is connected to the forward side solenoid valve 130 in accordance with the input signals of the hold position 200, the speed change control unit 500, the driver detection sensor 700, the accelerator pedal switch 610 and the brake pedal switch 620, And the opening and closing operations of the reverse side solenoid valve 140 are controlled.

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 is provided with a holding position 200, a speed change operating portion 500, an accelerator pedal switch 610, a brake pedal switch 620, an accelerator pedal switch 610, an operator sensor 700, A control circuit for inputting the signal and the current vehicle speed from the detection sensor 300 and controlling the opening and closing of the forward-side solenoid valve 130 and the reverse-side 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 connector 440 such that the control circuit is connected to the holding position 200, the speed change operating part 500, the accelerator pedal switch 610, the speed sensing sensor 300, the brake pedal switch 620, Side solenoid valve 130 and the reverse-side solenoid valve 140, respectively. To this end, the connector 440 is provided on one side of the control board 410 and is electrically connected to the control circuit, and includes a holding position 200, an accelerator pedal switch 610, a brake pedal switch 620, 300, the speed change operating section 500, the driver detection sensor 700, the forward-side solenoid valve 130, and the reverse-side solenoid valve 140 and 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 auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention can realize an auto-holding function when the forward clutch portion 110 and the reverse clutch portion 120 are simultaneously connected to the axle portion 70 . Hereinafter, a process of implementing the auto-holding function will be described with reference to FIG. 4 is a flowchart illustrating a process of implementing an auto-holding function by an auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention.

First, the driver sits on the driver's seat for driving the vehicle, operates the shift lever forward or backward, and then starts driving by stepping on the accelerator pedal. At this time, the driver detection sensor 700 installed on the seat portion of the driver seat on which the driver is seated outputs an ON signal and the ON signal of the driver detection sensor 700 is input to the transmission control unit 400 (S110).

In operation S120, the transmission control unit 400 determines whether a signal from the holding position 200 is input.

When a signal from the holding position 200 is input, the transmission controller 400 receives a signal from the brake pedal switch 620 and determines whether the speed measurement value input from the speed sensing sensor 300 is 0 km (S130).

The transmission control unit 400 sets the forward solenoid valve 130 and the reverse solenoid valve 140 to OFF to operate the forward clutch unit 110 and the reverse clutch unit 120 The supply of the fluid and the hydraulic fluid to the working fluid is interrupted (S140).

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 of the reduction gear of the axle portion 70 by the forward clutch portion 110 The output direction of the forward clutch portion 110 and the output of the reverse clutch portion 120 are simultaneously transmitted to the speed reducer of the axle portion 70 because the direction of rotation of the speed reducer of the axle portion 70 by the forward / The axle portion 70 is fixed without rotating, so that the parking operation of the vehicle can be realized.

The transmission control unit 400 determines whether an OFF signal is input from the driver detection sensor 700 in step S150. If an OFF signal is input from the driver detection sensor 700, the transmission control unit 400 determines whether the vehicle is parked (S160).

In the parked state, the transmission control unit 400 determines whether a signal from the driver detection sensor 700 and the accelerator pedal switch 610 is input (S170) .

When a signal from the driver detection sensor 700 and the accelerator pedal switch 610 is input, the transmission control unit 400 releases the parking state of the vehicle so that the vehicle can travel in the traveling direction corresponding to the shift lever (S180).

At this time, the transmission controller 400 sets either the forward solenoid valve 130 or the reverse solenoid valve 140 to ON according to the gear position of the shift operating part 500, Or the backward clutch portion 120 is applied to control the disengagement of the forward clutch portion 110 or the reverse clutch portion 120 from the axle portion 70. [

If there is no input of the ON signal from the driver detection sensor 700 and there is a signal only from the accelerator pedal switch 610, the transmission control unit 400 maintains the parking state of the vehicle. This is because the driver does not ride on the vehicle and only the accelerator pedal is depressed to release the parked state of the vehicle, thereby preventing the vehicle from running in the driverless state.

In the auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention, when the driver depresses the brake pedal while the vehicle is in motion with the holding position 200 set on, the transmission control unit 400 controls the forward clutch 110 and the reverse clutch portion 120 are simultaneously connected to the axle portion 70 so that parking is realized and the parking state can be maintained even if the driver gets off the driver's seat of the vehicle. When the driver intends to drive, the driver is immediately parked on the driver's seat of the vehicle and immediately depresses the accelerator pedal to enable the vehicle to travel.

That is, if the vehicle is stopped while the holding switch is on, and the vehicle is stopped, the vehicle can be parked after switching to the parking mode by simply depressing the brake pedal without any operation, The driver can drive the vehicle immediately after stepping on the accelerator pedal.

Therefore, it is possible to maintain the vehicle in a stopped state for a while in accordance with the working environment in the industrial field, without stopping the engine driving during the running of the vehicle, and even if the driver does not follow the working environment, It is possible to maintain the vehicle in a stopped state for a while without stopping the engine driving, thereby providing convenience in the operation of the vehicle and reducing the fatigue of the driver due to the operation.

In addition, in order to allow the vehicle to be driven again while the parking mode of the vehicle is maintained, the vehicle can be driven only when the driver is seated in the driver's seat by the driver detection sensor 700. Therefore, So that there is an advantage that a safety accident caused by the vehicle running without a driver can be prevented.

Hereinafter, an auto-holding 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 the difference between the auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention . FIG. 5 is a block diagram conceptually illustrating a configuration of an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention. FIG. 6 is a block diagram of an auto- In which the display of the presence or absence of the transmission check and the auto-holding control are implemented.

5, an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention includes a transmission check lamp 910 and a pressure measurement sensor 920, The structure of the auto-holding system for the industrial vehicle and the construction equipment according to the embodiment is the same as that of the auto-holding system for the construction equipment, and thus the transmission check indicator lamp 910 and the pressure measuring sensor 920 will be described below.

The transmission check lamp 910 is installed inside the vehicle. As an example, the transmission check indicator 910 may be an LED configured to emit red light.

The pressure measuring sensor 920 is connected to the inner space through which the working fluid flows in the forward clutch portion 110 or the inner space into which the working fluid flows from the backward clutch portion 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 920 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 at the time 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 measurement sensor 920 may be connected to the inner space of the clutch drum 20 of the forward clutch portion 110.

The transmission control unit 400 receives the pressure measurement value of each section output from the pressure measurement sensor 920, and may further include a storage unit 460 and a timer 470.

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.

In addition, during the process of implementing the auto-holding control, the transmission controller 400 controls the forward clutch portion or the reverse clutch portion connected to the axle portion 70 to be spaced apart from the axle portion, ), Stores the pressure measurement value for each section and the vehicle speed value that matches the pressure measurement value for each section, and then determines whether or not the current time is the transmission check period. If it is determined that the current 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 from each other by comparing the previous transmission check data with the latest transmission check data confirmed at the current transmission check period. If the previous transmission check data and the latest transmission check data are different, It is possible to execute the control to cause the check lamp 910 to emit light.

Hereinafter, the process of implementing the auto-holding function by the auto-holding system for the industrial vehicle and the construction equipment according to another embodiment of the present invention is the same as the auto-holding system for the industrial vehicle and the construction equipment according to the embodiment of the present invention, A description will be given with reference to FIG. 6 mainly about a process for indicating whether or not a transmission check is required by an auto-holding 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 in the same manner as in the case of the auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention. In the step S180, the forward clutch or the reverse clutch is disconnected from the axle.

6, when the forward solenoid valve 130 is opened and the pressure of the working fluid is input to the forward clutch portion 110, the transmission control portion 400 displays, The controller 460 stores the measured pressure value of each section and the vehicle speed value that matches the measured pressure value of each section (S181).

Then, it is determined whether the present time is a transmission period check period (S182).

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 (S183).

Next, the transmission control unit 400 causes the transmission check indicator 910 to emit light when the previous transmission check data and the latest transmission check data are different (S184). 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 automatic holding control 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 rearward 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 auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention, the driver can easily confirm that the acceleration power of the vehicle is lowered in the process of accelerating the vehicle again after auto-holding, The driver can immediately check the lowered state even when the vehicle is running through the transmission check indicator lamp 910. Accordingly, the driver immediately recognizes the state where the acceleration force of the vehicle is lowered and the maintenance of the transmission unit 100 is performed quickly There is an advantage to be able to do.

Hereinafter, an auto-holding 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 order to distinguish between an auto-holding 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 illustrating an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention. FIG. 8 is a perspective view of an auto- And FIG. 9 is a sectional view showing a state in which a board cooling plate and a control board are accommodated in a cooling accommodating chamber of an industrial vehicle and an auto-holding system for a construction equipment according to another embodiment of the present invention .

7 to 9, in an auto-holding 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 auto-holding system for an industrial vehicle and a construction equipment according to an embodiment of the present invention, except that they include a cooling member 800 that is received in the interior of the control board 410 and contacts the control board 410, The cooling member 800 will be mainly described.

The cooling member 800 includes a cooling fluid receiving chamber 810, a board cooling plate 820, and a fluid circulating means 830.

The cooling fluid accommodating chamber 810 is provided in an open-topped hexahedral shape and includes a first flow path wall 811 and a second flow path wall 812.

The first flow path wall 811 extends from the first side surface portion 810a of the cooling fluid accommodating chamber 810 toward the second side surface portion 810b facing the first side surface portion 810a. At this time, the end of the first flow path wall 811 facing the second side portion 810b is separated from the second side portion 810b without contacting.

The second flow path wall 812 extends from the second side surface portion 810b toward the first side surface portion 810a and is spaced apart from the first flow path wall 811 by a predetermined distance. At this time, the end of the second flow path wall 812 facing the first side portion 810a is also spaced apart from the first side portion 810a.

The first flow path wall 811 and the second flow path wall 812 are alternately arranged along the direction perpendicular to the longitudinal direction of the first flow path wall 811 and the second flow path wall 812, The height of the first flow path wall 811 and the height of the second flow path wall 812 are set such that the height of the first side surface portion 810a and the height of the second side surface portion 810b .

The board cooling plate 820 is a metal plate having a rectangular plate shape. The board cooling plate 820 is seated at the upper end of the first flow path wall 811 and the second flow path wall 812 and accommodated in the inner space of the cooling fluid receiving chamber 810.

The board cooling plate 820 also includes a heat dissipating portion 821. The heat radiating portion 821 is protruded concavely from the upper surface of the board cooling plate 820 toward the inner space of the cooling fluid accommodating chamber 810 and is positioned between the first flow path wall 811 and the second flow path wall 812, And has a heat collecting space 821a which is protruded in a conical shape and is opened inward in the direction of the upper surface of the board cooling plate 820. The heat dissipating unit 821 is cooled by being immersed in the water of the cooling fluid supplied to the flow path 813 in the cooling fluid accommodating chamber 810.

A control board 410 is placed on the upper surface of the board cooling plate 820 and the control board 410 is accommodated in the cooling fluid accommodating chamber 810. The control board 410 includes a board cooling plate 820, And the open part of the heat collecting space 821a is opposed to the control board 410 so that the heat emitted from the control board 410 can be dissipated from the heat collecting space 821a ). ≪ / RTI >

The fluid circulating means 830 circulates the cooling fluid to the flow path 813 formed in the cooling fluid accommodating chamber 810. The fluid circulating means 830 includes a fluid circulating tube 831, a fluid circulating pump 832, and a heat exchanger 833.

The fluid circulation pipe 831 is connected to an inlet portion 8131 located at one end of the entire length of the flow path 813 and an outlet portion 8132 located at the other end of the entire length of the flow path 813, .

The fluid circulation pump 832 is installed on the fluid circulation pipe 831 and is driven to circulate the cooling fluid to the flow path 813 and the fluid circulation pipe 831.

And is installed on the fluid circulation pipe 831 to cool the cooling fluid whose temperature has been raised by heat exchange with the fluid discharged from the outlet portion 8132.

The fluid circulating means 830 is disposed outside the cooling fluid accommodating chamber 810 and accommodated inside the lower case 420 together with the cooling fluid accommodating chamber 810.

In an auto-holding system for an industrial vehicle and a construction equipment according to another embodiment of the present invention, in an enclosed space inside the upper case 430 and the lower case 420, heat generated by outside air and repetitive control 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, the cooling fluid circulates through the flow path 813 and the fluid circulation pipe 831 formed inside the cooling fluid accommodating chamber 810. At this time, the cooling fluid is pumped and circulated by the fluid circulation pump 832, and the cooling fluid introduced from the inlet 8131 of the flow path 813 through the fluid circulation pipe 831 flows into the inlet 813 of the flow path 813 8131 toward the outlet portion 8132 in a zigzag manner.

When the cooling fluid moves along the flow path 813, the board cooling plate 820 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 820 Is cooled by the cooled board cooling plate (820).

The heat emitted from the control board 410 is formed in the board cooling plate 820 and the heat is transmitted to the control board 410 through the heat dissipating unit 410, The heat dissipating unit 821 is cooled quickly because the heat dissipating unit 821 is immersed in the water of the cooling fluid moving along the flow path 813. The heat dissipating unit 821 is provided in the heat collecting space 821a.

Therefore, the control board 410 contacts the surface of the board cooling plate 820 to perform heat exchange with the board cooling plate 820 and the heat discharged from the control board 410 to collect the collected heat from the heat dissipating unit 821 The control board 410 can be cooled quickly.

On the other hand, the cooling fluid discharged from the outlet portion 8132 of the flow path 813 is exchanged with the control board 410 to be discharged in a state where the temperature is raised, and the cooling fluid whose temperature has risen flows into the internal passage of the fluid circulation pipe 831 And the cooling fluid having the temperature increased in the inner passage of the fluid circulation pipe 831 is heat-exchanged in the heat exchanger 833 and cooled. The cooled fluid is pumped by the fluid circulation pump 832 and then moved toward the inlet 8131 of the flow path 813 through the fluid circulation pipe 831 to be supplied to the flow path 813, The supplied cooling fluid moves again along the flow path 813 in the direction of the outlet portion 8132 of the flow path 813.

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, the prevention and removal of the contaminants on the outer surfaces of the lower case 420 and the upper case 430 of the transmission control unit 400 of the auto-holding system for industrial vehicles and construction equipment according to the embodiments of the present invention are effectively 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, an anti-corrosive coating layer is formed on the surface of the clutch shaft 10 of the transmission portion 100 of the auto-holding system for industrial vehicles and construction equipment according to the embodiments of the present invention. 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 auto-holding system for the industrial vehicle and the construction equipment according to the embodiments of the present invention may be made of a rubber material, and the ratio of the raw materials of the sealing member 450 60% by weight of rubber, 33 to 36% by weight of carobone black, 2 to 5% by weight of an antioxidant and 1 to 3% by weight of sulfur as an accelerator are mixed.

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 part 500 is coated with a fragrance material having a function such as a treatment for respiratory diseases, it exhibits an effect 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 speed change control unit 500, 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: Holdings position
300: Speed sensing sensor 400:
500: Brake pedal switch 600: Accelerator pedal switch
700: driver detection sensor 800: 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 holding position (200) installed in a vehicle interior for switching the vehicle into a parking and holding mode;
A speed sensing sensor 300 connected to the axle portion 70 of the vehicle to sense the vehicle speed;
An accelerator pedal switch 610 connected to the accelerator pedal installed in the vehicle and detecting whether the accelerator pedal is operated;
A brake pedal switch 620 connected to a brake pedal installed inside the vehicle to detect whether the brake pedal is operated;
A shift operating portion 500 for forward / neutral / reverse shift range operation;
A driver detection sensor 700 for outputting an ON signal when the driver is seated on the seat portion and outputting an OFF signal when the driver is not seated on the seat portion, ); And
The current speed of the vehicle is input from the speed sensing sensor 300 and the position of the holding switch 200, the shift control portion 500, the driver detection sensor 700, the accelerator pedal switch 610, and the brake pedal switch 620, And a transmission control unit 400 for controlling the opening and closing operations of the forward-side solenoid valve 130 and the reverse-side solenoid valve 140 according to an input signal,
The transmission control unit 400 determines whether the brake pedal switch 620 of the vehicle is operated so that the brake pedal switch 620 is ON and the speed sensing sensor 620 is ON. The forward clutch solenoid valve 130 and the reverse solenoid valve 140 are set to OFF so that the forward clutch portion 110 and the reverse clutch portion 120 are closed when the current vehicle speed inputted from the forward clutch 300 is 0 km. The supply of the working fluid and the working fluid is interrupted to control the forward clutch portion 110 and the reverse clutch portion 120 to be connected to the axle portion 70 of the vehicle,
When the accelerator pedal switch 610 is in the on-state, the transmission control unit 400 controls either the forward-side solenoid valve 130 or the reverse-side solenoid valve 140 according to the gear position of the shift control unit 500 The forward clutch portion 110 or the reverse clutch portion 120 is supplied with the supply of the working fluid and the working fluid to the forward clutch portion 110 or the reverse clutch portion 120, To be disconnected from the axle portion (70)
The transmission control unit 400 controls the forward clutch unit 110 and the reverse clutch unit 120 to be disconnected from the axle unit 70 of the vehicle when an OFF signal is output from the driver detection sensor 700 Wherein the control unit is configured to not execute,
Auto-holding 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 is electrically connected to the control circuit, and the control circuit is connected to the holding position 200, the driver detection sensor 700, the accelerator pedal switch 610, the brake pedal switch 620, 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).
Auto-holding system for industrial vehicles and construction equipment. 3. The method of claim 2,
The transmission control unit 400 further includes a cooling member 800 accommodated in the lower case 420 to cool the control board 410 to be in contact with the control board 410,
The lower case 420 includes an engagement slot 421 provided in an inner space of the lower case 420 for coupling the cooling member 800,
The cooling member (800)
And a second side surface portion 810b facing the first side surface portion 810a from the first side surface portion 810a of the cooling fluid accommodating chamber 810. The cooling fluid accommodating chamber 810 includes a first side surface portion 810a, A first flow path wall 811 extending from the second side wall portion 810b toward the first side wall portion 810a by a predetermined length and spaced apart from the first flow path wall 811 by a predetermined distance The first flow path wall 811 and the second flow path wall 812 are alternately arranged in one direction to form a zigzag flow path in the inner space of the cooling fluid accommodating chamber 810, A cooling fluid accommodating chamber 810 in which the cooling fluid accommodating chamber 810 is formed;
And is received in the inner space of the cooling fluid accommodating chamber 810 and is received in the upper end of the first flow path wall 811 and the second flow path wall 812, And is protruded conically from the first flow path wall 811 and the second flow path wall 812 and protruded in the direction of the inner space of the cooling fluid accommodating chamber 810, A board cooling plate 820 including a heat radiating portion 821 having a heat collecting space 821a;
A fluid circulation pipe 831 connected to an inlet 8131 located at one end of the entire length of the flow path and an outlet 8132 located at the other end of the flow path to circulate the cooling fluid, A fluid circulation pump 832 installed on the pipe 831 and driven to circulate the cooling fluid to the flow path and the fluid circulation pipe, and a fluid circulation pump 832 installed on the fluid circulation pipe 831, And a fluid circulating means (830) including a heat exchanger (833) for heat exchange with the fluid to be discharged,
The control board 410 is mounted on the upper surface of the board cooling plate 820 so as to be in close contact with the board cooling plate 820 and accommodated in the cooling fluid accommodating chamber 810,
The open portion of the heat collecting space 821a collects the heat radiated from the control board 410, which is heated to face the control board 410,
Wherein the heat dissipation unit (821) is immersed in the water of the cooling fluid supplied to the channel (813) and cooled by the cooling fluid.
Auto-holding system for industrial vehicles and construction equipment. The method according to claim 1,
A transmission check lamp 910 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 120 920);
The transmission control unit 400 receives the pressure measurement values of the respective sections output from the pressure measurement sensor 920 and measures the pressure measurement values at the time when the pressure measurement values of the respective sections are inputted. 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 controls the transmission unit 460 to control the transmission control unit 400 so that the forward clutch unit or the reverse clutch unit connected to the axle unit 70 is disconnected from the axle unit, And a vehicle speed value that is matched with the pressure measurement value for each section, and then determines whether the current time is the transmission check period. If the transmission check period is the transmission check period, the previous transmission check data and the current transmission check period And checks whether the previous transmission check data and the latest transmission check data are different. If the previous transmission check data and the latest transmission check data are different, the transmission check lamp 910 is caused to emit light Control is performed,
Auto-holding system for industrial vehicles and construction equipment.

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