Method for influencing the torque on at least one driving wheel of an industrial truck

• US 6,799,652 B2
• Filed: 01/18/2002
• Issued: 10/05/2004
• Est. Priority Date: 01/20/2001
• Status: Active Grant

• Current Assignee: Jungheinrich AG
• Original Assignee: Jungheinrich AG
• Inventors: Nissen, Nis-Georg, Ma̅nken, Frank, Baginski, Ralf
• Primary Examiner(s): BOEHLER, ANNE MARIE M
• Application Number:
  US10/051,326
• Publication Number:
  US 20020129985A1
• Time in Patent Office: 991 Days
• Field of Search: 180/197, 180/211, 180/213, 180/214, 701/82, 701/83, 701/84, 701/90, 701/22
• US Class Current: 180/197
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 2240/24 Steering angle
• CPC Class Codes: B60L 3/102 of individual wheels
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B66F 9/07509 Braking
• CPC Class Codes: B66F 9/07568 Steering arrangements
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A method for influencing the torque on at least one driving wheel of an industrial truck for the purpose of driving and/or braking it wherein the torque of a driving motor for the industrial truck is reduced by means of a slip regulator at an appropriate amount depending on the slip by determining the slip between the driving wheel and the floor by making a comparison of the circumferential speed measured or calculated for the driving wheel and the vehicle travelling speed measured for the industrial truck, and comparing it to a set-point.

Claims

1. A method for influencing the traction or braking torque on at least one driving wheel of an industrial truck in contact with a floor or ground, the driving wheel being driven by a driving motor, wherein the slip between the driving wheel and the floor or ground is measured or calculated by comparing the circumferential speed of the driving wheel and the measured travelling speed of the industrial truck, the such determined slip being compared with a predetermined value for the slip, and the absolute amount of the torque of the driving motor is reduced in dependence from the difference between the actual and the predetermined value for the slip through a slip controller if the actual slip exceeds the predetermined slip, an intervention of the slip controller takes place in response to a rpm governor which has a desired torque as an output and the output of which, after undergoing correction by the slip controller, is fed to a secondary order torgue regulation circuit.

2. The method according to claim 1, characterized in that the driving motor (30) is an electric motor or hydraulic engine.

3. The method according to claim 2, characterized in that a three-phase a.c. motor is provided.

4. The method according to claim 1, characterized in that the vehicle travelling speed is determined from the number of revolutions of at least one non-driven wheel (10, 12) of the industrial truck.

5. The method according to claim 2, characterized in that the vehicle travelling speed is determined from the number of revolutions of at least one non-driven wheel (10, 12) of the industrial truck.

6. The method according to claim 3, characterized in that the vehicle travelling speed is determined from the number of revolutions of at least one non-driven wheel (10, 12) of the industrial truck.

7. The method according to claim 1, characterized in that the vehicle travelling speed is determined from the number of revolutions of at least one non-driven wheel (10, 12) of the industrial truck.

8. The method according to claim 1, characterized in that the speed is measured on two non-driven wheels (10, 12) in order to determine a reference speed on the driving wheel (14) as a vector quantity direction and magnitude from the vehicle geometry.

9. The method according to claim 2, characterized in that the speed is measured on two non-driven wheels (10, 12) in order to determine a reference speed on the driving wheel (14) as a vector quantity direction and magnitude from the vehicle geometry.

10. The method according to claim 3, characterized in that the speed is measured on two non-driven wheels (10, 12) in order to determine a reference speed on the driving wheel (14) as a vector quantity direction and magnitude from the vehicle geometry.

11. The method according to claim 1, characterized in that the speed is measured on two non-driven wheels (10, 12) in order to determine a reference speed on the driving wheel (14) as a vector quantity direction and magnitude from the vehicle geometry.

12. The method according to claim 2, characterized in that the speed is measured on two non-driven wheels (10, 12) in order to determine a reference speed on the driving wheel (14) as a vector quantity direction and magnitude from the vehicle geometry.

13. The method according to claim 8, characterized in that a calculation of a circumferential component and/or an axial component of the reference speed is performed by measuring a steering angle on the driving wheel (14).

14. The method according to claim 1, characterized in that the desired slip for a certain friction pairing is constituted by an optimum slip value.

15. The method according to claim 2, characterized in that a desired slip for a certain friction pairing is constituted by an optimum slip value.

16. The method according to claim 3, characterized in that a desired slip for a certain friction pairing is constituted by an optimum slip value.

17. The method according to claim 1, characterized in that a desired slip for a certain friction pairing is constituted by an optimum slip value.

18. The method according to claim 2, characterized in that a desired slip for a certain friction pairing is constituted by an optimum slip value.

19. The method according to claim 3, characterized in that a desired slip for a certain friction pairing is constituted by an optimum slip value.

20. The method according to claim 4, characterized in that a desired slip for a certain friction pairing is constituted by an optimum slip value.

21. The method according to claim 1, characterized in that a desired slip is determined while the industrial truck is in operation.

22. The method according to claim 8, characterized in that an axial speed component is determined from the reference speed of the driving wheel (14) and the steering angle is limited or reduced if the axial speed component exceeds a preset point.

23. The method according to claim 13, characterized in that an axial speed component is determined from the reference speed of the driving wheel (14) and the steering angle is limited reduced if the axial speed component exceeds a preset point.