KR20160041114A - Device and method for controlling transmission creeping speed of construction machinery - Google Patents

Device and method for controlling transmission creeping speed of construction machinery Download PDF

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Publication number
KR20160041114A
KR20160041114A KR1020140134172A KR20140134172A KR20160041114A KR 20160041114 A KR20160041114 A KR 20160041114A KR 1020140134172 A KR1020140134172 A KR 1020140134172A KR 20140134172 A KR20140134172 A KR 20140134172A KR 20160041114 A KR20160041114 A KR 20160041114A
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South Korea
Prior art keywords
speed
clutch
accelerator pedal
controller
reverse
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KR1020140134172A
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Korean (ko)
Inventor
황보명
황진호
김광용
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(주)엠에스정밀
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Priority to KR1020140134172A priority Critical patent/KR20160041114A/en
Publication of KR20160041114A publication Critical patent/KR20160041114A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus and method for controlling creeping speed of a construction equipment and an industrial vehicle, and more particularly, to a construction equipment and an industrial vehicle which are capable of controlling a traveling speed in an idle state to a level satisfying a specified speed To an apparatus and method for controlling the creeping speed of a transmission.
That is, the present invention controls the double clutch including the forward clutch and the reverse clutch based on the current speed change speed signal, the accelerator pedal on / off switch signal, and the speed sensor signal, And the creep running speed of the vehicle can be satisfied to be less than a specified value by controlling the clutch pressure of each of the clutches constituting the automatic transmission to be automatically decelerated by the clutch slip. .

Description

TECHNICAL FIELD [0001] The present invention relates to a mechanism for controlling a creeping speed of a construction equipment and an industrial vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus and method for controlling creeping speed of a construction equipment and an industrial vehicle, and more particularly, to a construction equipment and an industrial vehicle which are capable of controlling a traveling speed in an idle state to a level satisfying a specified speed To an apparatus and method for controlling the creeping speed of a transmission.

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

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

On the other hand, in the case of a forklift, when the driver releases his / her foot from the accelerator pedal, the driver is automatically switched to the so-called creeping mode in which the vehicle runs in the idle state.

The creeping mode refers to a case where the driver performs the other running due to the creep torque generated in the engine when the driver does not want to accelerate, that is, when the driver does not step on the accelerator pedal.

Generally, depending on the characteristics of the engine and the torque converter of the industrial vehicle, the speed in the idle state, that is, the creeping running speed varies from 2.5 to 4.5 km, which is equivalent to the CE (Communaut European ), Which is more than 1,6 km, which is specified in consideration of safety.

Therefore, there is a demand for a method capable of satisfying the creeping speed specified by CE in consideration of safety.

Korean Patent Publication No. 2004-0103461 (2004.12.08)

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and it is an object of the present invention to provide an automatic transmission that controls a double clutch including a forward clutch and a reverse clutch based on a current speed change speed signal, an accelerator pedal on / off switch signal, The speed of the creep of the vehicle can be satisfied at a specified value or less by making the deceleration of the clutch or by controlling the clutch pressure of each clutch constituting the double clutch in two stages so that the automatic deceleration by the clutch slip is achieved. And an object of the present invention is to provide an apparatus and method for controlling the creeping speed of a vehicle.

In order to accomplish the above object, the present invention provides a transmission creeping speed control apparatus for a construction equipment and an industrial vehicle, comprising: a shift operating portion for a forward / neutral / reverse shift stage; An accelerator pedal on / off switch that is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released; CLAIMS 1. A double clutch comprising: a transmission mounted with a forward clutch coupled by hydraulic pressure applied during forward traveling and a reverse clutch coupled with hydraulic pressure applied during backward traveling; An electromagnetic proportional control valve for forward control which is controlled to be opened to apply hydraulic pressure to the forward clutch and an electromagnetic proportional control valve for reverse control which is opened and closed to apply hydraulic pressure to the reverse clutch; A speed sensor for measuring a current vehicle speed; When the vehicle speed is equal to or higher than the specified speed when the front diagnosis signal of the speed change operating portion, the OFF signal of the accelerator pedal on / off switch, and the current vehicle speed signal of the speed sensor are received, A controller for applying hydraulic pressure for engagement to the clutch; And a control unit.

Preferably, the forward proportioning electromagnetic proportional control valve and the forward proportioning electromagnetic proportional control valve are adopted as a proportional control type shift proportional valve or an on / off valve.

According to another aspect of the present invention, there is provided a method for controlling a creeping speed of a construction equipment and an industrial vehicle, the method comprising the steps of: i) sensing a current speed change stage in a shift operation during traveling, Wow; Ii) detecting whether the accelerator pedal is operated or not by the driver in the accelerator pedal on / off switch and transmitting the sensed signal to the controller; Iii) measuring the current vehicle speed at the speed sensor and transmitting it to the controller; And iv) when the controller recognizes the current gear stage as a front diagnosis and receives an accelerator pedal unactivated signal corresponding to the off of the accelerator pedal on / off signal during forward running, calculates the current vehicle speed, Controlling the solenoid proportional control valve to open and applying hydraulic pressure for engagement to the reverse clutch; And v) decelerating the forward direction creeping speed to a predetermined speed or lower, while the reverse torque of the engine in accordance with the engagement of the reverse clutch is transmitted to the wheel rotating in the forward direction while acting as the braking torque; And a control unit.

According to another aspect of the present invention, there is provided a method for controlling a creeping speed of a construction equipment and an industrial vehicle, the method comprising the steps of: i) sensing a current speed change stage in a shift operation during traveling and transmitting a detection signal to a controller Wow; Ii) detecting whether the accelerator pedal is operated or not by the driver in the accelerator pedal on / off switch and transmitting the sensed signal to the controller; Iii) measuring the current vehicle speed at the speed sensor and transmitting it to the controller; And iv) when the controller recognizes the current gear stage as a front diagnosis and receives an accelerator pedal unactivated signal corresponding to the off-state of the accelerator pedal on / off signal during the forward running, calculates the current vehicle speed, Applying a hydraulic pressure applied to the clutch to a level at which slippage of the forward clutch occurs; (V) decelerating the idle state engine revolution speed input from the engine by the slip frictional force of the forward clutch and being transmitted to the wheel so that the forward direction creeping speed is reduced to a specified speed or lower; The present invention provides a method of controlling a transmission creeping speed of a construction equipment and an industrial vehicle.

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

First, based on the current speed change signal, the accelerator pedal on / off switch signal, and the speed sensor signal, when the driver is creeping while the car is running in the idle state while releasing the foot from the accelerator pedal, By applying hydraulic pressure to the clutch, the rotation torque in the reverse direction of the engine due to the engagement of the reverse clutch is transmitted to the wheel rotating in the forward direction while acting as the braking torque, so that the forward direction creeping speed can be decelerated to below the specified speed.

Second, the creep running speed of the vehicle can be satisfied at a specified speed or less by controlling the clutch pressure of each clutch constituting the double clutch to two stages to automatically decelerate the engine speed by the clutch slip.

Third, by satisfying the creeping speed at the specified speed or less, the running safety due to the automatic deceleration can be achieved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a control construction diagram showing a transmission creeping speed control apparatus for a construction equipment and an industrial vehicle according to the present invention;
2 is a graph showing clutch pressure curves at the time of transmission creeping speed control of construction equipment and an industrial vehicle according to the present invention,
3 is a graph showing a conventional clutch pressure curve;

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

The present invention is based on the point that the creeping running speed can be reduced to a specified speed or less for safety during creeping running in which the vehicle is running in the idling state.

BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

In Fig. 1, reference numeral 10 denotes a speed change operating portion, 20 denotes an accelerator pedal on / off switch, and 22 denotes a vehicle speed sensor.

When the driver shifts to one of the forward / neutral / reverse shift stages, the shift control signal is transmitted to the transmission controller (not shown) TCU, Transmission Control Unit).

The accelerator pedal on / off switch 20 is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released. The accelerator pedal on / Is transmitted to the controller 50, which is a transmission control unit (TCU).

The vehicle speed sensor 22 measures a current vehicle speed at a position adjacent to a traveling wheel of a construction equipment vehicle such as a forklift truck, and transmits the signal to the controller 50 in real time.

In the meantime, the transmission of the construction equipment and the industrial vehicle is a structure capable of forward or reverse 1st speed shifting, and includes a forward clutch 32 coupled by hydraulic pressure applied during forward travel and a reverse clutch 34 Is mounted.

Thus, when the driver shifts to the forward speed change stage, the transmission pump is operated, the hydraulic pressure is applied to the forward clutch, and at the same time the forward clutch is engaged, whereby the engine driving force is transmitted to the wheel and forward traveling is performed.

On the other hand, when the driver shifts to the reverse speed range, the transmission pump is operated to apply the hydraulic pressure to the reverse clutch, and at the same time, the reverse clutch is engaged so that the engine driving force is transmitted to the wheel and the reverse travel is performed.

At this time, the electromagnetic proportional control valve 42 for forward control, which is opened and closed to apply the hydraulic pressure to the forward clutch 32, and the reverse proportional control valve 44, which is opened and controlled to apply hydraulic pressure to the reverse clutch 34, And the hydraulic path of each clutch.

Preferably, the forward proportional control valve 42 and the reverse proportional control valve 44 are for applying or interrupting the hydraulic pressure to the forward clutch or for applying or interrupting the forward clutch to the reverse clutch, Type variable speed proportional valve or on / off valve.

On the other hand, when the controller 50 receives the accelerator pedal operation signal, that is, the accelerator pedal on signal during the forward travel along the forward speed change stage, the controller 50 controls the forward clutch 32 so that the forward- When the valve 42 is open or when the accelerator pedal operation signal is received during the reverse travel in accordance with the reverse speed change stage, the backward electromagnetic proportional control valve 44 is controlled to be opened to engage the reverse clutch 34 And the hydraulic pressure for the hydraulic pressure is applied.

The controller 50 receives the accelerator pedal unactivated signal, that is, the off-signal of the accelerator pedal switch during the forward running along the forward speed change stage, and when the speed input from the vehicle speed sensor is equal to or higher than the specified speed, The electromagnetic proportional control valve 44 for reverse control is opened so as to apply the hydraulic pressure for engagement.

More specifically, when the accelerator pedal unactivated signal, that is, the OFF signal of the accelerator pedal switch, is received during the forward travel along the forward speed change stage and the speed input from the vehicle speed sensor is equal to or higher than the specified speed, The creeping traveling speed is judged to be equal to or higher than the specified speed so that the reverse proportional control valve 44 is controlled to be opened and the oil pressure for engagement is applied to the reverse clutch 34, The rotational torque in the backward direction of the engine acts as the braking torque and is transmitted to the wheel rotating in the forward direction, so that the forward direction creeping speed is decelerated to the specified speed or less.

On the contrary, the same deceleration process can be performed even in the creeping running in the reverse direction.

That is, when the accelerator pedal unactuated signal is received during the reverse travel according to the reverse shift stage and the speed input from the vehicle speed sensor is equal to or higher than the specified speed, the controller 50 determines that the creeping traveling speed in reverse is greater than or equal to the specified speed, The electromagnetic proportional control valve for forward 42 is controlled to open and the hydraulic pressure for engagement to the forward clutch 32 is applied so that the forward rotation torque of the engine due to the engagement of the forward clutch 32 acts as the braking torque The creeping speed in the backward direction is decelerated to a predetermined speed or less.

Hereinafter, a method of controlling the transmission creeping speed of a construction equipment and an industrial vehicle according to the present invention based on the above-described configuration will be described.

First Embodiment

First, when the driver presses the accelerator pedal while shifting the speed change operating portion 10 to the forward speed change stage, the forward speed change stage signal of the speed change operating portion 10 and the on signal of the accelerator pedal on / off switch 20 are transmitted to the transmission controller 50).

Subsequently, only the advance electromagnetic proportional control valve 42 is controlled to be opened by the controller 50 so that the hydraulic pressure caused by the operation of the transmission pump is applied to the forward clutch 32 and at the same time only the forward clutch 32 is engaged, And forward travel is performed at the same time as this wheel is transmitted.

During such forward travel, the creeping travel is performed by the creep torque of the engine in the engine idle state while the driver releases his / her foot from the accelerator pedal.

At this time, the off-signal of the accelerator pedal on / off switch 20 is input to the controller 50 and the vehicle speed measurement signal of the vehicle speed sensor 22 is inputted. When the creeping vehicle travels at a predetermined speed (about 1.6 km) , The controller 50 performs control to apply the hydraulic pressure to the reverse clutch.

In other words, when the controller 50 recognizes the present speed change stage as a full-speed diagnosis and receives an accelerator pedal unactivated signal during forward running and determines that the vehicle speed is equal to or higher than the specified speed, And the reverse proportional control valve 44 is also controlled to be opened.

Accordingly, the hydraulic pressure supplied to the forward clutch 32 is kept constant, and the hydraulic pressure supplied to the reverse clutch 34 gradually increases at the same time as the accelerator pedal is not operated, and the reverse clutch is pressed for engagement.

In this forward-direction creeping running, the reverse clutch 34 is pressed and engaged by the hydraulic pressure so that the reverse rotation torque of the engine is transmitted to the wheel rotating in the forward direction while acting as a sort of braking force, .

As described above, when the driver releases his / her foot from the accelerator pedal and creeping travels at a predetermined speed or more in the idling state, the hydraulic pressure is applied to the reverse clutch of the transmission so as to engage with the backward clutch coupling The creeping traveling speed in the forward direction can be satisfied at a specified speed or less for safety.

On the other hand, if the creeping speed in the engine idling state is equal to or higher than the predetermined speed in creeping traveling in the reverse direction, the process of decelerating the creeping speed in the backward direction is performed in the same manner as in the process of decelerating the forward creeping traveling speed.

Second Embodiment

The second embodiment of the present invention has a point in that the creeping traveling speed by the clutch slip can be decelerated by controlling the clutch pressure in two stages.

That is, since the conventional clutch pressure linearly rises according to the engine speed as shown in FIG. 3, a high pressure is formed even in the low engine rpm interval, so that the clutch slip does not occur at all. However, As shown in Fig. 2, there is a point in that the creeping traveling speed by the clutch slip can be reduced by inducing the clutch slip during the first control while controlling the clutch pressure in two stages in the first and second order.

First, as in the first embodiment, when the driver releases his / her foot from the accelerator pedal and at the same time the forward creeping travel is performed by the creep torque of the engine in the idle state, if the vehicle speed is not less than the specified speed (about 1.6 km) The controller 50 firstly controls the hydraulic pressure applied to the forward clutch 32.

More specifically, the controller 50 recognizes the current speed change stage as a preliminary diagnosis and receives an accelerator pedal unactivated signal corresponding to the off of the accelerator pedal on / off signal during forward running, calculates the current vehicle speed, The hydraulic pressure applied to the forward clutch 32 is firstly applied to a level at which the forward clutch 32 slips, while the amount of opening of the forward proportional control valve 42 is adjusted to the minimum level (See the portion indicated by the primary clutch pressure in Fig. 2).

Accordingly, the idle engine rotation number input from the engine is reduced by the slip frictional force of the forward clutch and transmitted to the wheel, so that the forward creeping speed is reduced to the specified speed or less.

Thus, by inducing slippage in the forward clutch 32 before the power input from the engine is transmitted to the traveling wheels, it is possible to reduce the number of revolutions of the engine before it is transmitted to the traveling wheels, Can be satisfied at a specified speed or less.

At this time, when the accelerator pedal switch signal 20 is turned on and the engine speed becomes equal to or greater than a predetermined number of revolutions, the controller 50 controls the opening amount of the forward proportioning electronic proportional control valve 42 to the fully opened state, Is applied to the clutch 32 (refer to the portion indicated by the secondary clutch pressure in Fig. 2), and eventually the normal number of revolutions of the engine is transmitted to the traveling wheel.

On the other hand, if the creeping running speed in the reverse idling state in the engine idling state is more than the predetermined speed, the pressure applied to the reverse clutch is controlled in two steps as in the process of decelerating the forward creeping traveling speed, It can be decelerated.

In this manner, the creep running speed of the vehicle can be satisfied at a specified speed or less by controlling each clutch pressure constituting the double clutch in two stages to automatically decelerate the engine speed by the clutch slip.

On the other hand, the center shaft of the forward clutch 32 and the reverse clutch 34 may be coated with a wear-resistant coating layer.

Here, the wear-resistant coating layer is composed of a mixture of 96 to 98% by weight of chromium oxide (Cr 2 O 3 ) and 2 to 4% by weight of titanium dioxide (TiO 2 ) Is sprayed on the central axis, has a thickness of 50 to 600 mu m, and hardness is plasma-coated to maintain 900 to 1000 HV.

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

The reason why the ceramic coating is applied to the outer circumferential surfaces of the central axes of the forward clutch 32 and the reverse clutch 34 is prevention of wear and prevention of corrosion. Compared to chrome plating or nickel chrome plating, the ceramic coating is excellent in corrosion resistance, scratch resistance, abrasion resistance, impact resistance and durability.

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

Titanium dioxide (TiO 2 ) is a white pigment because it is very stable physicochemically and has high hiding power. And is also widely used for ceramics having high refractive index because of high refractive index. And has characteristics of photocatalytic property and superhydrophilic property. Titanium dioxide (TiO 2 ) acts as an air purification function, an antibacterial function, a harmful substance decomposition function, a pollution prevention function, and a discoloration prevention function. This titanium dioxide (TiO 2 ) ensures that the wear-resistant coating layer is reliably covered on the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34, and the foreign matter adhered to the wear- Thereby preventing damage.

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

When the mixing ratio of chromium oxide (Cr 2 O 3 ) is less than 96 to 98%, the coating of chromium oxide (Cr 2 O 3 ) often breaks in an environment of high temperature and the like, And the rust preventive effect of the outer circumferential surface of the center shaft of the reverse clutch 34 were sharply reduced.

When the mixing ratio of titanium dioxide (TiO 2 ) is less than 2 to 4 wt%, the effect of titanium dioxide (TiO 2 ) is insignificant so that the purpose of mixing it with chromium oxide (Cr 2 O 3 ) is discolored. That is, titanium dioxide (TiO 2 ) disassembles and removes foreign matter adhering around the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34 so that the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34 is corroded If the mixing ratio is less than 2 to 4% by weight, it takes a long time to decompose the attached foreign matters.

The coating layer made of these materials has a thickness of 50 to 600 mu m around the outer circumferential surface of the central axis of the forward clutch 32 and the reverse clutch 34 and has a hardness of 900 to 1000 HV and a surface roughness of 0.1 to 0.3 mu m Lt; / RTI >

The wear-resistant coating layer is sprayed with the powder powder and the gas at 1400 DEG C at a Mach 2 speed around the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34, and is sprayed to 50 to 600 mu m.

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

The temperature of the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34 is raised while the wear prevention coating layer is coated on the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34, The outer circumferential surfaces of the center shaft of the forward clutch 32 and the reverse clutch 34 are cooled by a cooling device (not shown) so that the temperature of the front clutch 32 and the reverse clutch 34 is maintained at a temperature of 150 to 200 캜 so that deformation of the outer circumferential surface of the rear clutch 34 is prevented.

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

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

Therefore, since the coating layer having excellent wear resistance and oxidation resistance is formed around the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34, the outer circumferential surface of the center shaft of the forward clutch 32 and the reverse clutch 34 is prevented from being worn or oxidized , Thereby extending the life of the product.

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

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

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

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

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

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

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

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

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

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

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

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

The temperature discoloring layer is coated on the outer surface of the case of the controller 50 and separated into two or more sections according to the temperature change so that the temperature change stepwise And a protective film layer is coated on the temperature coloring layer to prevent the temperature coloring layer from being damaged.

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

The temperature-coloring layer is for detecting a change in temperature of the paint by changing the color according to the temperature of the outer surface of the case of the controller 50. The temperature-coloring layer may be formed by coating the outer surface of the case of the controller 50 with a color-changing material whose color changes when the temperature is equal to or higher than a predetermined temperature.

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

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

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

Accordingly, the temperature change of the outer surface of the case 50 of the controller 50 can be checked step by step, so that the change of the temperature of the paint can be sensed. Accordingly, the controller 50 can be operated optimally, 50 can be prevented from being damaged.

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

10:
20: Accelerator pedal on / off switch
22: Speed sensor
32: forward clutch
34: Reverse clutch
42: Electronic proportional control valve for forward movement
44: Electronic proportional control valve for reverse operation
50:

Claims (4)

A shift operating portion 10 for forward / neutral / reverse shift stage operation;
An accelerator pedal on / off switch 20 that is turned on when the driver depresses the accelerator pedal and is turned off when the accelerator pedal is released;
A double clutch including a forward clutch (32) coupled by hydraulic pressure applied during forward travel and a reverse clutch (34) coupled by hydraulic pressure applied during backward travel;
An electromagnetic proportional control valve for forward 42 controlled to be opened for application of hydraulic pressure to the forward clutch 32 and an electromagnetic proportional control valve 44 for reverse rotation controlled to apply hydraulic pressure to the reverse clutch 34;
A speed sensor 22 for measuring a current vehicle speed;
Off switch 20 and the current vehicle speed signal of the speed sensor 22 are received, when the vehicle speed is equal to or higher than the specified speed, A controller (50) for controlling the proportional control valve (44) to open and applying a hydraulic pressure for engagement to the reverse clutch (32);
And a transmission creeping speed controller for controlling the transmission creeping speed of the industrial vehicle.
The method according to claim 1,
Characterized in that the forward proportioning electromagnetic proportional control valve (42) and the reverse proportioning proportioning control valve (44) are adopted as electronic proportional control type variable speed proportional valves or on / off valves. The transmission creeping speed controller.
I) sensing the current gear position in the shift control portion 10 during traveling and transmitting the sensed signal to the controller 50;
Ii) sensing whether the accelerator pedal is operated or not by the driver at the accelerator pedal on / off switch 20 and transmitting the sensed signal to the controller;
Iii) measuring the current vehicle speed at the speed sensor 22 and delivering it to the controller 50;
Iv) The controller (50) recognizes the present speed change stage as a preliminary diagnosis and receives an accelerator pedal unactivated signal according to the off of the accelerator pedal on / off signal during forward running, calculates the present vehicle speed , While controlling the reverse proportional control valve (44) to be open and applying the hydraulic pressure for engagement to the reverse clutch (34);
(V) decelerating the forward direction creeping speed to a specified speed or less, while the reverse torque of the engine in accordance with the engagement of the reverse clutch (34) is transmitted to the wheel rotating in the forward direction while acting as the braking torque;
Wherein the transmission creeping speed of the construction equipment and the industrial vehicle is controlled.
I) sensing the current gear position in the shift control portion 10 during traveling and transmitting the sensed signal to the controller 50;
Ii) sensing whether the accelerator pedal is operated or not by the driver at the accelerator pedal on / off switch 20 and transmitting the sensed signal to the controller;
Iii) measuring the current vehicle speed at the speed sensor 22 and delivering it to the controller 50;
Iv) The controller (50) recognizes the current speed change stage as a preliminary diagnosis and receives an accelerator pedal unactivated signal corresponding to the off of the accelerator pedal on / off switch (20) during forward running, , Applying the oil pressure applied to the forward clutch (32) to a level at which slippage of the forward clutch occurs;
(V) decelerating the engine revolution speed in the idling state inputted from the engine by the slip frictional force of the forward clutch (32) and transmitting to the wheel, so that the forward creeping speed is reduced to a specified speed or lower;
Wherein the transmission creeping speed of the construction equipment and the industrial vehicle is controlled.
KR1020140134172A 2014-10-06 2014-10-06 Device and method for controlling transmission creeping speed of construction machinery KR20160041114A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020140134172A KR20160041114A (en) 2014-10-06 2014-10-06 Device and method for controlling transmission creeping speed of construction machinery

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020140134172A KR20160041114A (en) 2014-10-06 2014-10-06 Device and method for controlling transmission creeping speed of construction machinery

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101939790B1 (en) * 2018-07-13 2019-01-17 (주)엠에스정밀 Creeping speed control system of construction vehicle
KR101939789B1 (en) * 2018-07-13 2019-04-11 (주)엠에스정밀 Clutch overheating prevention system of construction vehicle
WO2020013555A1 (en) * 2018-07-13 2020-01-16 (주)엠에스정밀 Automatic deceleration system for industrial vehicle and construction equipment
KR20230011038A (en) 2021-07-13 2023-01-20 현대건설기계 주식회사 The system and method which controls a transmission for a industrial vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101939790B1 (en) * 2018-07-13 2019-01-17 (주)엠에스정밀 Creeping speed control system of construction vehicle
KR101939789B1 (en) * 2018-07-13 2019-04-11 (주)엠에스정밀 Clutch overheating prevention system of construction vehicle
WO2020013556A1 (en) * 2018-07-13 2020-01-16 (주)엠에스정밀 Creeping speed control system for industrial vehicle and construction machinery
WO2020013555A1 (en) * 2018-07-13 2020-01-16 (주)엠에스정밀 Automatic deceleration system for industrial vehicle and construction equipment
KR20230011038A (en) 2021-07-13 2023-01-20 현대건설기계 주식회사 The system and method which controls a transmission for a industrial vehicle

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