WO2001066977A1 - Dispositif de deplacement par entrainement pour dispositif industriel et dispositif de frein du dispositif de deplacement par entrainement - Google Patents

Dispositif de deplacement par entrainement pour dispositif industriel et dispositif de frein du dispositif de deplacement par entrainement Download PDF

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Publication number
WO2001066977A1
WO2001066977A1 PCT/JP2000/003887 JP0003887W WO0166977A1 WO 2001066977 A1 WO2001066977 A1 WO 2001066977A1 JP 0003887 W JP0003887 W JP 0003887W WO 0166977 A1 WO0166977 A1 WO 0166977A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake pedal
brake
depression
pedal
vehicle
Prior art date
Application number
PCT/JP2000/003887
Other languages
English (en)
Japanese (ja)
Inventor
Yoshiharu Uchida
Norihiro Ohe
Jyun Ueda
Eiichi Kikuchi
Original Assignee
Tcm Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2000065849A external-priority patent/JP3406271B2/ja
Priority claimed from JP2000065848A external-priority patent/JP2001253326A/ja
Priority claimed from JP2000065851A external-priority patent/JP2001253327A/ja
Application filed by Tcm Corporation filed Critical Tcm Corporation
Publication of WO2001066977A1 publication Critical patent/WO2001066977A1/fr

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Classifications

    • 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
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4157—Control of braking, e.g. preventing pump over-speeding when motor acts as a pump
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/06—Disposition of pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/12—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F04B1/26—Control
    • F04B1/28—Control of machines or pumps with stationary cylinders
    • F04B1/29—Control of machines or pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B1/295—Control of machines or pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block by changing the inclination of the swash plate
    • 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
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • 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
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/427—Motor capacity control by mechanical control means, e.g. by levers or pedals

Definitions

  • the present invention relates to a traveling drive device for an engine-type industrial vehicle employing a hydraulic drive system, and a brake device therefor.
  • an engine-type forklift there is an engine-type forklift that employs a hydraulic drive system.
  • Engine-powered forklifts that employ this hydraulic drive system are available in one-pump, one-motor, one-pump, two-motor, and other types, and have the excellent feature of high efficiency. . Also, with a one-pump, two-motor type forklift, there is no need for an axle differential (differential).
  • the brake device for an engine-type fork lift that adopts the above-mentioned hydraulic drive system has a form in which a drum brake is attached to a front hub in the same way as a normal fork lift. There was a problem. Also, with the above-mentioned one-pump two-motor type, it is not possible to attach a drum brake to the front hub (hub) with a forklift that mounts a hydraulic motor to the front wheel directly to the front wheel.
  • the brake pedal operation M (depressed amount) of the brake pedal unit is generally converted to Shanto I;
  • many industrial vehicles use electronic control to control the speed of the vehicle, and the amount of operation (depressed amount) of the brake pedal is not transmitted directly to the brake pressure circuit.
  • the electric current is detected by a sensor, converted into an electric signal, and the electric signal is input to a controller for speed control, and the brake is controlled by the controller.
  • the above sensor converts the rotation angle of the brake pedal into an electric signal, assuming it as an operation amount (stepping amount).
  • the traveling drive device of the engine-type industrial turret of the present invention is configured such that wheels are quickly connected to a drive shaft of a hydraulic motor mounted on a vehicle body, and the wheels are driven by an engine on the vehicle body side.
  • a hydraulic pump is provided, and the hydraulic motor is connected to the pump, and the rotation speed of the hydraulic motor is controlled by controlling the angle of a swash plate of the hydraulic pump.
  • the hydraulic pump is an electric control type in which the angle of the swash plate is controlled by a controller, and the amount of depression of an accelerator pedal or the engine rotation that changes when the accelerator pedal is depressed is changed.
  • First detecting means for detecting the number of steps
  • second detecting means for detecting the amount of depression of a brake pedal, wherein the controller is configured to control the amount of depression of the accelerator pedal detected by the first detecting means.
  • an angle command value of the swash plate is formed in accordance with the engine speed, and the formed angle command value of the swash plate is used as the amount of depression of the brake pedal detected by the second detection means.
  • the angle command value of the swash plate which has been reduced by the amount of depression of the brake pedal, is limited to a rate of change, and the angle command value of the swash plate output to the hydraulic pump is set. It is characterized in that formed.
  • the hydraulic brake provided in the hydraulic drive system can be effectively used for the service brake in the hydraulic drive type fork lift, which can be suitably used in terms of cost and space, and the front wheel can be used.
  • the hydraulic motor can be used as a regular brake even if it is attached directly to the hydraulic motor. In addition, sudden starting and stopping by the brake pedal can be prevented.
  • An object of the present invention is to provide an industrial city brake pedal device that can be close to a train and can eliminate a sense of discomfort when a worker drives an electronic control group.
  • the brake device of the present invention converts an amount of depression of a brake pedal into an electric signal, and a controller according to the electric signal causes a controller to decelerate the vehicle.
  • a brake device wherein the brake pedal is rotatable around a fulcrum between a standby position and a maximum depressed position, and extends from the standby position to a fixed depressed position.
  • the range where the braking force does not act is the play range, and the range from the constant depressed position to the maximum depressed position is the operation range where the braking force is actuated.
  • the brake force is piled and the brake pedal is returned to the standby position.
  • the main urging tool and the sub- urging tool are provided to urge the brake pedal toward the standby position in the play range and the operating range. Is Characterized that you the blanking Rekipedaru is configured to bias toward the standby position only in serial operating range.
  • the urging force of the sub urging device is applied to the urging force of the main urging device to act on the brake pedal.
  • the brake pedal cannot be depressed unless the pedaling force is greater than the urging force of the tool, and as a result, a flat portion appears in which the stroke is almost constant as the pedaling force increases. Therefore, the operator can operate with the same operational feeling as a conventional Shantou type brake device.
  • FIG. 1 is a side view of a hydraulically driven fork lift according to an embodiment of the present invention.
  • Figure 2 is a partially cutaway plan view of the wheels of the hydraulically driven fork lift.
  • Fig. 3 shows the system configuration of the hydraulically driven forklift.
  • Fig. 4 shows the angle assignment of the brake pedal of the hydraulically driven forklift.
  • Fig. 5 is a control block diagram of the controller of the hydraulically driven forklift.
  • FIG. 6 is a function diagram of a controller of the hydraulically driven forklift
  • FIG. 7 is a hydraulic circuit diagram of a main part of the hydraulically driven forklift according to another embodiment of the present invention.
  • FIG. 8 is a diagram showing a configuration of a brake device for an industrial vehicle according to Embodiment 1 of the present invention.
  • FIG. 9 is a diagram showing details of an engagement portion between the two return springs and the brake pedal of the brake device of the industrial vehicle.
  • Fig. 10 is a characteristic diagram showing the relationship between the pedaling force and the stroke of the brake pedal in the brake device of the industrial vehicle.
  • FIG. 11 is a view of a secondary return spring of a brake device for an industrial vehicle according to another embodiment of the present invention.
  • FIG. 12 is a side view of a brake pedal device for an industrial vehicle according to Embodiment 2 of the present invention.
  • FIG. 15 is a side view of a main part of a brake pedal of an industrial i
  • FIG. 16 is a side view of a brake pedal device for an industrial vehicle according to another embodiment of the present invention.
  • a fork lift (an example of an industrial vehicle) 1 has a pair of left and right front wheels (drive wheels) 3 A and 3 B provided at a front portion of a vehicle body 2 and a pair of left and right wheels at a rear portion.
  • Rear wheels 4 A and 4 B are provided, and a driver's seat 5 is provided in front of the vehicle body 2 and above.
  • a mount 6 that can be extended and contracted in the vertical direction is attached via a connecting shaft 7 in the vehicle width direction so as to be rotatable in the front-rear direction, and a tilt cylinder 8 that rotates back and forth. It is installed between the car body 2 and the mast 6.
  • the mast 6 includes a pair of left and right outer frames 9 on the fork lift 1 side, and a pair of left and right inner frames 10 that are guided by the outer frames 9 and can move up and down.
  • the lift cylinder # 1 is provided between the counter and 10.
  • a lift bracket 12 that is guided by the inner frame 10 and can move up and down is provided, and a pair of left and right forks 13 is provided on the lift bracket 12 via a pair of upper and lower finger bars.
  • the driver's seat 5 is provided with a seat 15 and a handle 16 located in front of the seat 15. Above the front pipe, a front pipe standing from the main body 2 side is provided.
  • the head guard 19 is arranged via the peripheral pipe 18.
  • After ⁇ : J, 1 ?; A tower 20 is provided.
  • the pair of left and right front wheels 3A and 3B are connected to the rims 3a by the connecting flanges 23A and 23B on the rotating flanges (drive shafts) 22A and 22B of 21A and 21B, respectively. It is connected directly to the hydraulic motors 21A and 21B side by being directly mounted via. Parking brakes (an example of mechanical brakes) 24A and 24B are connected to the rotary flanges 22A and 22B of the hydraulic motors 21A and 21B.
  • the mounts of the hydraulic motors 21A and 21B are fixed to the vehicle body 2, that is, to the front frame.
  • An engine 25 is provided on the vehicle body 2 side, and the engine 25 supplies hydraulic oil to a pair (plurality) of hydraulic pumps (HST tandem pumps) 26 A and 26 B and a cargo handling device such as the lift cylinder 11.
  • the supply main pump 14 is directly attached.
  • the mounting method is rubber mounting with the engine 25 and the frame.
  • one hydraulic pump 26A, 26B corresponds to one hydraulic motor 21A, 21B, that is, a two-pump two-motor type hydraulic drive system (HST system). Hydraulic pump 26 A,
  • a pair of left and right rear wheels 4 A, 4 B are provided to be rotatable around the longitudinal centers 29 A, 29 B with respect to the vehicle body 2, respectively.
  • 30 is an electric change lever
  • 31 is a controller
  • 32 is an electric accelerator pedal
  • 28 is a rotary fe sensor mounted on the center of rotation of an accelerator pedal 32
  • 33 is an electric brake pedal
  • 34 Shows the M fe sensors attached to the center of rotation of the brake pedal 33, respectively.
  • the rotation sensor 28 is an example of first detection means for detecting the amount of depression of the accelerator pedal 32
  • the rotation sensor 34 is an example of second detection means for detecting the amount of depression of the brake pedal 33.
  • Other sensors such as a stroke sensor may be used.
  • the seat 15 of the driver's seat 5 is provided with a seat switch (an example of seat detection means) 35 that operates (turns on) when an operator sits on the seat 15.
  • the sheet switch 35 is connected between the rotation sensor 28 of the accelerator pedal 32 and the controller 31 as shown in FIG. 3, and is input to the controller 31 when an operator is not seated.
  • the accelerator pedal 32 is depressed to zero.
  • the hydraulic pumps 26A and 26B are of an electric control type in which the angle of the swash plate is controlled by a command signal from a controller 31.
  • the amount of hydraulic oil discharged to the hydraulic motors 21A and 21B is set according to the angle of the swash plate, and the hydraulic motor is rotated by rotating the swash plate.
  • the speed of A, 21B is controlled, and the speed of the vehicle is controlled.
  • the swash plate is in the neutral position (at an angle of 0 °), the amount of hydraulic oil discharged is 0, and the vehicle stops (that is, the brake works).
  • the direction of the hydraulic oil discharged from the hydraulic pumps 26A, 26B to the hydraulic motors 21A, 21B is reversed in accordance with the forward and reverse positions of the electric change lever 30.
  • Figure 4 shows the assignment of the depression angle of the brake pedal 33.
  • the initial depression angle of 0 to 5% is the play range of the pedal, and 5 to 100% is the operation range of the pedal. Of this operating range, 5 to 80% is a 100% to 0% speed ratio change area, 80 to 95% is a deceleration change area, and 95% or more is a rapid braking area. are doing.
  • the speed ratio change area is 45% of the depression angle of 5 to 50%, Set the ratio change to 100% to 100%, and set the stepping angle to 50% to 80%, 30% of the speed ratio change to 100% to 0%, and set it as the inching operation area. By increasing the speed ratio change by 10% from 0 to 80%, the stroke range during the inching operation is widened and the operation is easy.
  • the speed ratio change is a ratio that determines what percentage the command value is when the travel command value by the accelerator pedal 32 is 100%. In this speed ratio change area, the deceleration is set to 1 kmh / 0.15 sec or less.
  • the deceleration is changed in the range of lkmh ZO.15 sec to lkmh Z0.05 sec between the depressing angles of 80 to 85%, and braking is performed if the depressing angle is large. Is set to be large.
  • the deceleration is set to 1 kmh / 0.05 sec in a sudden braking area with a depression angle of 90% or more.
  • FIG. 5 shows a control block of the vehicle running speed of the controller 31.
  • the controller 31 receives, as input signals of the traveling speed of the vehicle, a forward-neutral-reverse position signal of the electric change lever 30 and an angle signal (0 to 0) of the electric accelerator pedal 32 detected by the rotation sensor 28. 100%), the angle signal (0 to 100%) of the brake pedal 33 detected by the rotation sensor 34, the rotation speed of each hydraulic motor 21A (or 21B) (vehicle running speed) There are input, angle command signal of the swash plate corresponding to the travel command to the co-down controller 31 or we ⁇ pump 26 a, 26 B - Ca I 1, is force.
  • the controller 31 is provided with a force handle 16 (not shown).
  • the $ 10 out angle signal, the engine speed of the engine 25, and the pressure of the hydraulic oil supplied to each of the Shanto motors 21A and 21B are input.
  • Fig. 6 (a) shows the characteristics of the swash plate angle command value with respect to the angle signal (0 to 100%) of the accelerator pedal 32. 10% play, 10%.
  • the angle command value of the swash plate is 0 to 100% in the angle range of up to 90%.
  • FIG. 6 (b) shows the characteristic of the change in the speed ratio with respect to the angle signal (0 to 100%) of the brake pedal 33.
  • reference numeral 41 denotes a first function unit for converting the angle signal 10 to 90% of the accelerator pedal 32 into the angle command value of the swash plate of 0 to 100% as described above
  • reference numeral 42 denotes the brake pedal as described above.
  • This is the second function that converts angle signal 5 to 80% (speed ratio change area) of 33 into speed ratio change 100 to 0%, and the output of the first function part 41 is the swash plate.
  • the angle command value is multiplied by the speed ratio change output from the second function section 42 by the multiplier 43, and the multiplied value is input to the change rate limiter 44, where the command value is changed suddenly.
  • the command value is gradually reduced when the foot is released from the accelerator pedal 32, so that the vehicle speed gradually decreases and the vehicle does not stop suddenly.
  • a first comparison unit 45 is provided for detecting that the angle signal (0 to 100%) of the brake pedal 33 has an angle of 5% or less, and the first comparison unit 45 detects that the angle is 80% or less. Inspection! A second comparing section 46 is provided, and a third comparing section 47 for detecting that the angle is 9 ⁇ % or less is provided. 48 are provided.
  • the three function unit 48 converts the angle signal of the brake pedal 33 into a deceleration set value of 1 kmhZ0.15sec to 1kmhZ0.05sec, as shown in FIG. 6 (c).
  • Numeral 49 denotes an acceleration / deceleration detecting section for calculating the acceleration / deceleration by differentiating the rotation speed of the hydraulic motor 21 A, which is a manually driven vehicle speed, and the acceleration / deceleration detecting section 49 outputs the acceleration / deceleration.
  • the speed is input to the comparison / constant generator 50.
  • the constant generation section 50 compares the actual deceleration (acceleration / deceleration) detected by the acceleration / deceleration detection section 49 with the deceleration set value obtained by the third function section 48, and If the deceleration is greater than the deceleration setting, a constant corresponding to that value is generated.
  • the constant is input to the multiplier 53.
  • the multiplier 53 multiplies a constant output from the comparator 50 by an angle command value of the swash plate output from the rate-of-change limiter 44 to calculate a correction value based on deceleration.
  • This correction value is added to the swash plate angle command value output from the change rate limiter 44 in the adder 54 to form a swash plate angle command value.
  • the angle command value of this swash plate is limited by the lower limit limit 55 so that it does not become negative.
  • the change lever 30 When the angle of 95% or more is not detected by the third comparator 47, the change lever 30 When the change lever 30 is in the reverse position, the swash plate is controlled as it is, when the change lever 30 is in the reverse position, the swash plate is controlled by the output of the inverter 56, and when the change lever 30 is in the neutral position, "0" is output.
  • the third comparator 47 detects an angle of 95% or more, “0” is output.
  • the fourth comparator 51 detects that the traveling speed of both vehicles is 1 kmh or less, and the angle command value of the swash plate output to the shear pressure pumps 26A and 26B by the ⁇ 5 comparator 52.
  • the fourth comparator 51 detects that both traveling speeds are 1 kmh or less, and the third comparator 44 detects the angle of the brake pedal 33 of 95%. If the above is detected, the fifth comparison unit 52 detects that the swash plate angle command value output to the shovel pressure pumps 26A and 26B is zero, and then the hydraulic motors 21A and 21 A parking command is output to the parking brakes 24 A and 24 B of B, and the parking brake is activated.
  • Figures 1 and 2 show normal forward and backward running.
  • the left and right front wheels 3A, 3B and the left and right rear wheels 4A, 4B are oriented in the front-rear direction.
  • the forward / backward traveling is performed by the change lever 30 and a forward / backward traveling signal is input to the controller 31.
  • the traveling command signal through the controller 31 causes the oil flow of the hydraulic pumps 26A and 26B to flow. Change the direction and change the direction of rotation of the hydraulic motors 21A and 21B.
  • the angle of the swash plate is controlled to reduce the flow rate of the hydraulic pressure (oil flow rate) from the hydraulic pumps 26A and 26B.
  • the speed is controlled by changing the rotation speed of the hydraulic motors 21A and 21B.
  • the force that changes the angle of the swash plate of the hydraulic pumps 26A and 26B in accordance with the depression of the accelerator pedal 32 The angle signal (0 to 100%) of the accelerator pedal 32 is converted to the swash plate angle command value.
  • the change limiter 32 restricts the change in the angle limit, thereby preventing the accelerator pedal 32 from moving forward and stopping suddenly due to the j-operation.
  • change The angle of the swash plate is set so that the angle of the swash plate returns to 0 ° slowly when the accelerator pedal 32 is released by the gear 44.
  • Stopping can be performed by inputting a brake signal to the controller 31 according to the amount of depression of the brake pedal 33. Braking is a top priority.
  • the brake works when the angle of the swash plate is set to 0 °.
  • the angle of the swash plate of the hydraulic pumps 26A and 26B becomes 0 ° immediately after the brake pedal 33 is depressed, sudden braking is performed, and the feeling differs greatly from the normal fork lift. Therefore, it is designed to provide the same feeling as a normal forklift.
  • the depressed amount is detected by the rotation sensor 34, and the command value of the swash plate angle is reduced according to the depressed amount, and the brake is applied.
  • the deceleration of the vehicle is detected by the acceleration / deceleration detection unit 49, and when the depressed amount is less than 80%, the deceleration of the vehicle is set at lkmh ZO.
  • the constant is adjusted and the deceleration of the vehicle is adjusted to be 1 kmh ZO .15 sec or less. That is, even if the brake pedal 33 is depressed within a range of less than 80%, the deceleration of the vehicle is maintained at 1 kmhZ015sec or less.
  • the deceleration of the vehicle is set by the third function section 48 so that the deceleration of the vehicle is 1 kmh ZO.15 sec to lkmh / 0.05 scc.
  • the deceleration is set and the constant is adjusted according to this deceleration, and the deceleration of both ⁇ s is adjusted so as to be lower than the deceleration set by the third function part 48. Therefore, when the brake pedal 33 is depressed to 95%, the deceleration is tripled, and the deceleration is increased.
  • the hydraulic brake provided in the hydraulically driven system can be effectively used as a service brake, and can be suitably configured in terms of cost and space.
  • the hydraulic brakes 21A and 21B can be mounted on the direct, and the hydraulic brakes can be used effectively as service brakes.
  • the accelerator pedal 32 is greatly depressed to drive the main pump 14 for loading and unloading, and the brake pedal 33 is turned at an angle 95 while driving the loading and unloading device. If the vehicle slowly returns from the position depressed by more than% and reaches an angle of 80% to 50%, the vehicle starts moving forward or backward slowly at a speed of 0 to 10%. In this way, the inching operation by the brake pedal 33 can be performed, and the speed ratio change 10 to 0% is set in a wide range of the depression angle 50 to 80% of the brake pedal 33.
  • the brake pedal 33 can be used to increase the pedal stroke with a light pedaling force to control the very low speed, and to limit the deceleration to-at this time. As a result, sudden braking can be avoided, and the brake operation can be performed safely. Further, when the work W is not seated on the seat 15, that is, when the seat switch 35 is off, the depression amount of the accelerator pedal 32 is set to zero (cut off), so that the worker can take the seat 15. When the driver is not seated on the vehicle, the vehicle can be prevented from running even if the accelerator pedal 32 moves for some reason, and safety can be ensured.
  • the force sheet switch 35 connecting the sheet switch 35 between the accelerator pedal 32 and the controller 31 is directly connected to the controller 31 and At 31, when the worker is not seated in the seat 15, that is, when the seat switch 35 is off, the depression amount of the accelerator pedal 32 input to the controller 31 is changed to zero. It may be.
  • the hydraulic oil supplied to the cargo handling device is shut off, so that the cargo handling device does not operate when the worker is not seated on the seat 15.
  • the operating contact of the sheet switch 35 is connected to the controller 31 and the main pump 14 is connected to each of the cargo handling devices (for example, the lift cylinder 11).
  • a shut-off valve 59 is interposed between the control valves 58, and only when the seat switch 35 is ON, the shut-off valve 59 is excited to supply the hydraulic oil from the main pump 4) to each control valve 5 8 We supply it.
  • the control valve 58 operates the operation lever (for example, the lift lever). It is a valve that supplies or disconnects the operating shore to the cargo handling equipment depending on the situation.
  • an electric detection type brake device 1 including the brake pedal 33 will be described.
  • the brake pedal 33 is mounted on a floor plate 62 of the driver's seat 5 formed on the vehicle body 2 via a support shaft 63 supported in a horizontal direction.
  • the brake pedal 33 is supported by the support shaft 63 as a fulcrum. It is configured to be vertically pivoted between a standby position A set above and a maximum depression position B set below.
  • the rotation sensor 34 is connected to the brake pedal 33.
  • the brake device 60 includes a main return spring 67 (an example of a main urging tool) and a sub-return spring 68 (a sub-return spring), which are staked by the treading force and urge the brake pedal 33 to pull back in the direction of the standby position A.
  • An example of a biasing tool is provided.
  • As the main return spring 67 a tension coil spring having hooks 67a and 67b at both ends is used.
  • the auxiliary return spring 68 has hooks 68a and 68b (an example of an engagement portion) at both ends, and is a tightly wound winding in which the windings come into close contact with each other when shortened in a no-load state.
  • a type of extension coil spring is used.
  • One hook 67 a of the main return spring 67 is engaged with a pedal-side main engaged hole 69 formed in the brake pedal 33. Further, the other hook 67 b is engaged with a main fixing pin 70 attached and fixed to the driver's seat 5.
  • the one hook 67a and the main side engagement hole 69 on the pedal side, and the other hook 67b and the main fixing pin 70 are engaged in all strokes from the standby position A to the maximum depressed position B. are doing.
  • the main return spring 67 urges the brake pedal 33 toward the standby position A in the play range D and the operation range E.
  • One hook 68a of the auxiliary return spring 68 is engaged with a pedal-side sub-engagement base hole 71 formed in the brake pedal 33 (an example of a pedal-side engaged portion). Have been combined. Further, the other hook 68 b is engaged with a sub-fixing pin 72 (an example of a fixed-side engaged portion) fixed to the driver's seat 5.
  • the sub-engagement side engagement hole 71 1 is a hole ii in the upper side H
  • the relationship between the depression force of the brake device 60 and the stroke of the brake pedal 33 is as shown in the graph of FIG. That is, as shown in FIG. 8, when the brake pedal 33 at the standby position A is depressed, within the play range D after the brake pedal 33 starts to be depressed, as shown in FIG. Hook 68 a Force Pedal-side drill 71 There is a clearance of 73 minutes before engaging with the upper end of the engaged hole 7 1, so the secondary return spring 68 shrinks without being pulled by the brake pedal 33. Only the main return spring 67 is pulled by the brake pedal 33. As a result, only the main return spring 67 urges the brake pedal 33 in the direction of the standby position A, and as shown in the play range D in the graph of FIG. The stroke increases.
  • the forces that make the spring constants of the main return spring 67 and the auxiliary return spring 68 different may be the same.
  • the brake pedal 33 rotates to the depressed position C as shown by the phantom line in FIG.
  • the upper end of the hook 68 b engages with the auxiliary fixing pin 72. Therefore, the clearance 73 is absorbed, and the urging force (tensile force) of the main return spring 67 is applied to the urging force (tensile force) of the auxiliary return spring 68 to act on the brake pedal 33.
  • the brake pedal 33 cannot be further depressed from the depressed position C unless the depressing force is greater than the urging force (pulling force) of, 68.
  • a flat portion H where the stroke is almost constant with an increase in the pedaling force appears.
  • reference numeral 81 denotes a brake pedal support which is vertically mounted on the driver's seat 5 of the if ': body 2, and the first member 83 extends horizontally from the support 81.
  • a shaft 84 is supported horizontally below the member 83 along the support body 81, and is rotatable about the shaft 84.
  • the side view L rotates about the shaft 84.
  • An arm 85 is provided, and a tread plate (pedal part) 86 is fixed to the end of the arm 85.
  • the brake pedal 33 is formed by the arm 85 and the tread plate 86.
  • a second member 87 is horizontally fixed to the end of the first member 83 along the support 81, and a hook 88 is projected from the upper surface of the central portion of the arm 85 of the brake pedal 33.
  • a spring 90 which is a first elastic body, is mounted between a hole 88 provided on the front of the hook 88 and the second member 87. The brake pedal 33 is suspended and supported at a predetermined height by the spring 90.
  • a plate-shaped bracket 91 is attached to the central portion of the arm 85 of the brake pedal 33 in the longitudinal direction, and the support S 1 is provided with a second elastic member opposing the bracket 91.
  • a rubber mount (rubber body) 92 is attached.
  • the support 81 is attached to a bracket 93 protruding from the support 81 above the arm 85 of the brake pedal 33, and the rotation sensor 34 is mounted on the bracket 93.
  • the upper end of the arm 95 of the brake pedal 33 and the slider 95 connected to the brake pedal 33 are connected by a connecting member 96.
  • the rotation sensor 34 is provided with a mounting member 97 for the sensor 34 on the side opposite to the side from which the rotating shaft 94 protrudes, and this mounting member 97 includes a side member of the rotation fe; There is a vertical ⁇ hole 98 in the position.
  • bracket 93 In front of bracket 93, the center part was turned A round hole into which the sensor 34 fits is provided, and a screw is cut on both sides of the round hole.
  • the rotation sensor 34 is fitted into the round hole, and a long hole of the mounting member 97 with respect to the screw.
  • the bolt 99 is narrowed down through 98 to be fixed to the bracket 93.
  • the arm 85 of the brake pedal 33 When the operator depresses the brake pedal 33 in the direction of arrow J, the arm 85 of the brake pedal 33 initially rotates about the shaft 84 against the reaction force of the spring 90, and then rotates by a predetermined angle. (The angle until the bracket 91 comes in contact with the rubber mount 92.) When it rotates, it piles on the reaction force of both the rubber mount 92 and the spring 90 and rotates about the shaft 84. With this rotation, the upper end rotates and this operation is transmitted to the rotation sensor 34 via the connecting member 96, and the rotation angle of the arm 85 of the brake pedal 33, that is, the amount of depression (stroke amount) is changed. It is converted into a signal and transmitted to the controller 31.
  • the arm 85 of the brake pedal 33 rotates in the opposite direction about the shaft 84 due to the reaction force of both the rubber mount 92 and the spring 90. And the upper end rotates in the opposite direction, and this movement is transmitted to the rotation sensor 34 via the connecting member 96, and the rotation angle of the arm 85 of the brake pedal 33, that is, the amount of depression is reduced. Converted to 0 and transmitted to controller 31.
  • the brake is controlled in accordance with the depression 3 ⁇ 4 detected by the controller 31.
  • FIG. 14 shows an example of the characteristics of the depression amount (stroke; mm) of the brake pedal 33 and the depression force (pedal force; N) according to the present embodiment.
  • the stroke amount cannot be increased unless the pedaling force is increased (strengthened) from about 50% of the stroke. Properties are shown.
  • the discarder can feel that a strong braking force can be obtained by depressing the brake pedal 33 strongly, and a weak braking force by depressing the brake pedal 33 weakly, and can drive with the same feeling as the conventional hydraulic brake device without discomfort. it can.
  • a spring body such as a force S using a rubber mount 92 which is a rubber body as a second elastic body, a coil spring, a double leaf spring, or the like can be used.
  • a force S using a spring 90 which is a spring body, as an elastic body, or a rubber body such as a rubber band can be used.
  • bracket 91 may be eliminated, and the arm 85 of the brake pedal 33 may directly contact the rubber mount 92 as the second elastic body to receive a reaction force.
  • the bracket 91 attached to the arm 85 may be structured so that its position can be adjusted. Thereby, the stroke S until the bracket 91 comes in contact with the rubber mount 92 as the second elastic body can be adjusted, and the depression ⁇ (stroke; mm) of the brake pedal 33 can be adjusted. The characteristics of the stepping force (stepping force; N) can be adjusted.
  • a bracket 101 that replaces the bracket i] ij 91 has an I: end rotatably supported by a side of the arm 85 and a lower end provided on a side of the arm 85 by a position adjusting means (adjustment means). Mechanism). For example, !!
  • illl 102 is provided at the upper end, and the upper end is rotatably supported on the side surface of the arm 85 by this shaft 102, and a threaded ll ⁇ 03 is provided.
  • a long hole 104 is provided on the side surface of the arm 85 so as to face the shaft 85, and the shaft 103 can be adjusted back and forth through the long hole 104 and stopped with the thumb screw 105.
  • a force-rising brake pedal device showing the configuration of a suspended brake pedal device may be used.
  • Figure 16 shows an example.
  • the stand-up type brake pedal device shown in Fig. 16 has a configuration in which the suspension type brake pedal device shown in Fig. 12 is rotated 90 ° to make the brake pedal support 81 horizontal. Except for the tip of the pedal 33, it is housed inside the vehicle body 2.
  • the brake pedal 33 is supported by a spring 90 so as to stand up. Also in this stand-up type brake pedal device, similarly, unless the brake pedal 33 is depressed strongly in the middle, the brake pedal 33 cannot be rotated, that is, the brake force cannot be obtained, and the operator cannot operate the brake pedal. You can get the feeling that you can get a strong braking force by pressing the Dar 33 strongly, and a weak braking force by pressing the switch weakly.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

L'invention concerne un dispositif de déplacement par entraînement pour un véhicule industriel, dans lequel le degré d'enfoncement d'une pédale d'accélérateur (32) est détecté, le degré d'enfoncement d'une pédale de frein (33) est détecté, la valeur de commande d'angle d'un plateau oscillant d'une pompe hydraulique est formée par le degré d'enfoncement de la pédale d'accélérateur (32), et la valeur de commande d'angle du plateau oscillant est réduite selon le degré d'enfoncement de la pédale de frein afin de former la valeur de commande d'angle de la sortie du plateau oscillant sur la pompe hydraulique (26), de manière que, lorsque la pédale de frein (33) est enfoncée, la valeur de commande d'angle du plateau oscillant formée par le degré d'enfoncement de la pédale d'accélérateur (32) soit réduite selon le degré d'enfoncement de la pédale de frein, afin de diminuer la valeur de commande d'angle du plateau oscillant pour appliquer un frein, et ainsi la pédale de frein (33) peut être actionnée tandis que la pédale d'accélérateur (32) est enfoncée.
PCT/JP2000/003887 2000-03-10 2000-06-14 Dispositif de deplacement par entrainement pour dispositif industriel et dispositif de frein du dispositif de deplacement par entrainement WO2001066977A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2000-65849 2000-03-10
JP2000-65848 2000-03-10
JP2000-65851 2000-03-10
JP2000065849A JP3406271B2 (ja) 2000-03-10 2000-03-10 産業用車両の走行駆動装置
JP2000065848A JP2001253326A (ja) 2000-03-10 2000-03-10 産業用車両のブレーキペダル装置
JP2000065851A JP2001253327A (ja) 2000-03-10 2000-03-10 産業用車両のブレーキ装置

Publications (1)

Publication Number Publication Date
WO2001066977A1 true WO2001066977A1 (fr) 2001-09-13

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PCT/JP2000/003887 WO2001066977A1 (fr) 2000-03-10 2000-06-14 Dispositif de deplacement par entrainement pour dispositif industriel et dispositif de frein du dispositif de deplacement par entrainement

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TW (1) TW494084B (fr)
WO (1) WO2001066977A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7735609B2 (en) 2005-05-20 2010-06-15 Kabushiki Kaisha Toyota Jidoshokki Controller of industrial vehicle, industrial vehicle, and control method for industrial vehicle
CN101156124B (zh) * 2005-06-28 2010-08-18 东西制御株式会社 配有位移检测传感器且使用同性磁极的踏板
CN108765362A (zh) * 2017-04-20 2018-11-06 优信数享（北京）信息技术有限公司 一种车辆检测方法及装置
CN113370948A (zh) * 2020-03-10 2021-09-10 丰田自动车株式会社 车辆用制驱动力控制装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01109646U (fr) * 1988-01-20 1989-07-25
JPH02253055A (ja) * 1989-03-27 1990-10-11 Toyota Autom Loom Works Ltd 可変速用可変容量ポンプを備えたエンジン車両におけるブレーキ装置
JPH0591956U (ja) * 1992-05-22 1993-12-14 ヤンマー農機株式会社 動力作業車における走行制御装置
JPH09254778A (ja) * 1996-03-19 1997-09-30 Akebono Brake Res & Dev Center Ltd ブレーキ制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01109646U (fr) * 1988-01-20 1989-07-25
JPH02253055A (ja) * 1989-03-27 1990-10-11 Toyota Autom Loom Works Ltd 可変速用可変容量ポンプを備えたエンジン車両におけるブレーキ装置
JPH0591956U (ja) * 1992-05-22 1993-12-14 ヤンマー農機株式会社 動力作業車における走行制御装置
JPH09254778A (ja) * 1996-03-19 1997-09-30 Akebono Brake Res & Dev Center Ltd ブレーキ制御装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7735609B2 (en) 2005-05-20 2010-06-15 Kabushiki Kaisha Toyota Jidoshokki Controller of industrial vehicle, industrial vehicle, and control method for industrial vehicle
CN101156124B (zh) * 2005-06-28 2010-08-18 东西制御株式会社 配有位移检测传感器且使用同性磁极的踏板
CN108765362A (zh) * 2017-04-20 2018-11-06 优信数享（北京）信息技术有限公司 一种车辆检测方法及装置
CN108765362B (zh) * 2017-04-20 2023-04-11 优信数享（北京）信息技术有限公司 一种车辆检测方法及装置
CN113370948A (zh) * 2020-03-10 2021-09-10 丰田自动车株式会社 车辆用制驱动力控制装置

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