EP3336049B1 - Chariot de manutention pourvu d'une unité de commande permettant de régler le mouvement d'une charge ainsi que procédé correspondant - Google Patents

Chariot de manutention pourvu d'une unité de commande permettant de régler le mouvement d'une charge ainsi que procédé correspondant Download PDF

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Publication number
EP3336049B1
EP3336049B1 EP17207695.2A EP17207695A EP3336049B1 EP 3336049 B1 EP3336049 B1 EP 3336049B1 EP 17207695 A EP17207695 A EP 17207695A EP 3336049 B1 EP3336049 B1 EP 3336049B1
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EP
European Patent Office
Prior art keywords
speed
control unit
industrial truck
reach carriage
lift frame
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EP17207695.2A
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German (de)
English (en)
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EP3336049A1 (fr
Inventor
Christian Puke
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Jungheinrich AG
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Jungheinrich AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/20—Means for actuating or controlling masts, platforms, or forks
    • B66F9/22—Hydraulic devices or systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/20—Means for actuating or controlling masts, platforms, or forks
    • B66F9/24—Electrical devices or systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/07—Floor-to-roof stacking devices, e.g. "stacker cranes", "retrievers"
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/08—Masts; Guides; Chains
    • B66F9/10—Masts; Guides; Chains movable in a horizontal direction relative to truck

Definitions

  • the invention relates to an industrial truck with a control unit for regulating the movement of a push carriage acting on a lifting frame of an industrial truck, and to such a method.
  • Known industrial trucks usually have a vehicle frame and a lifting mast with a load part.
  • the load section and the individual mast stages of the mast can be extended and retracted, and the mast can be tilted back and forth about a vertical vehicle axis or pushed back and forth using a push slide.
  • Industrial trucks with a push carriage are usually called reach trucks.
  • Known industrial trucks also have a control by means of which a speed specified by an operator can be passed on to a drive as a corresponding manipulated variable.
  • the lift function, the tilt function and the push function of the industrial truck can then be implemented via the drive.
  • it is a hydraulic drive with one or more hydraulic cylinders.
  • the control translates a speed specification according to the characteristic of the hydraulic valve into a manipulated variable.
  • the volume flow of the hydraulic fluid flowing into the hydraulic cylinder is controlled in accordance with this manipulated variable.
  • the pusher carriage is moved via the hydraulic cylinder at the base of the mast, which leads to a movement of the mast and ultimately the load.
  • the speed of the sliding carriage can deviate from the speed specification.
  • the sliding carriage can lead to undesired swinging of the sliding frame and thus the load.
  • Such vibrations can at least be reduced by accelerating or decelerating the push mast particularly gently in predefined operating positions.
  • Such a method is, for example, from WO 2008 006 928 A1 known.
  • the first natural frequency of the mobile scaffold is determined on the basis of different operating parameters of the industrial truck, such as the lifting height and the mass of the transported load.
  • Active mast vibration damping systems are also known, which measure variables proportional to the vibration, such as an acceleration or an expansion of the mast, and regulate the movement of the push mast on the basis of these measured variables.
  • Such active vibration damping is, for example, from DE 10 2007 024 817 A1 is known, in which case regulation takes place in accordance with a movement characteristic of the actuator of the push mast stored in the control device for different operating situations of the industrial truck.
  • Methods for active vibration damping are also out EP 1 975 114 A1 as well as from DE 10 2006 012 982 A1 known.
  • DE 10 2014 115 152 A discloses the preamble of claims 1, 2, 5 and 6.
  • the invention is therefore based on the object of providing an industrial truck which makes it possible to precisely maintain the specified speed of the push carriage. Furthermore, the invention is based on the object of providing a method for regulating the movement of a push slide acting on a lifting frame of an industrial truck, which method enables the speed specification to be maintained.
  • the industrial truck can be, for example, a forklift, in particular a reach truck.
  • the industrial truck comprises a mast with a load part.
  • the mast can have a mast with one or more mast stages and can be connected to a chassis of the industrial truck comprising a drive part.
  • the load part can be a load fork, for example.
  • the load part is used to hold a load to be transported by the industrial truck, for example a pallet.
  • the mast can be moved forwards and backwards using a push carriage, which means a movement in the direction of travel or against the direction of travel of the industrial truck.
  • the push carriage can act on the mast at a base point of the mast, in particular be connected to it.
  • the mast can thus be moved backwards or forwards by retracting or extending the sliding carriage.
  • the push carriage is moved at a predetermined target speed.
  • the desired speed can be specified by an operator of the industrial truck, for example using an operating lever arranged on the industrial truck.
  • the industrial truck also includes a sensor for measuring the speed of the push carriage. Since the push slide acts on the mast, the actual speed of the mast can be determined.
  • the sensor can be arranged on the push slide, for example.
  • the sensor can also be arranged on a hydraulic cylinder acting on the push slide. This actual speed is transmitted to the control unit or queried by it.
  • the control unit compares the specified target speed of the sliding carriage with the actual speed measured by the sensor and thus determines a possible control deviation.
  • the movement speed of the push carriage is adjusted based on this control deviation. For example, a difference between the target speed and the actual speed can be formed for this purpose.
  • the speed sensor can measure the actual speed of the push carriage derive from a distance measurement, for example. When moving the mast back and forth relative to a drive part or chassis of the industrial truck, a certain distance is covered. This distance can have a coding, for example, so that an incremental measuring method can be used for speed measurement.
  • the control unit of the industrial truck not only specifies a target speed for the push carriage, but also adjusts the speed of the push carriage if this should not correspond to the target speed.
  • Such a measurement and readjustment of the actual speed of the push carriage enables reliable compliance with the speed specification that was specified by the operator of the industrial truck.
  • the influence of external disruptive factors such as manufacturing tolerances, fluctuating frictional forces and material wear or other static or dynamic forces can thus be compensated for.
  • a predetermined speed value is often not exactly achieved in known controls due to the interference factors mentioned. Instead, the speed may fall short or be exceeded. If the specification is exceeded, a dangerously high speed may occur, which may even exceed the maximum speed specified by the manufacturer. If the value falls below the specification, the workflow is slowed down.
  • the speed control according to the invention achieves the preset value with high accuracy, which enables a high working speed while at the same time complying with the safety regulations.
  • the industrial truck further comprises at least one deformation sensor, which is designed to measure a deformation of the lifting frame, the control unit being further configured to determine the speed of movement of the push carriage on the basis of the measured Control the deformation of the mast.
  • a deformation of the mast is measured by at least one deformation sensor and either the first control unit, which is also responsible for speed control, or a separate, second control unit controls the movement of the push carriage on the basis of the measured deformation.
  • the deformation sensor of the mast can determine the deformation of the mast, for example, by means of a relative acceleration of an upper end of the mast relative to the base point of the mast.
  • the deformation sensor can be an acceleration sensor which is arranged, for example, at an upper end of the mast.
  • the deformation sensor can also be designed as a strain sensor, for example as a strain gauge.
  • the deformation sensor can then measure an elongation of the mast, wherein the elongation can be caused, for example, by bending of the mast. In particular, a change in the elongation can be measured.
  • Information about the deformation of the mast measured by the deformation sensor is forwarded to the control unit or queried by the latter, which then regulates the speed of the push carriage in such a way that the deformation of the mast is compensated for.
  • two deformation sensors preferably acceleration sensors, can be provided. A first of the two deformation sensors can be arranged on an upper mast end and a second deformation sensor on a lower mast end.
  • At least one second deformation sensor allows a reference acceleration to be determined.
  • active mast damping that is, compensation for undesired mast vibrations, can also be achieved. It is thus ensured that the speed of the push slide specified by the operator can be reliably maintained even when mast vibrations occur.
  • a second control unit can also be provided, which is designed to regulate the speed of movement of the sliding carriage on the basis of the measured deformation of the mast.
  • Two control units can thus be provided, the first control unit processing the actual speed of the push slide measured by the sensor, while the second control unit processes the deformation of the lifting frame measured by the deformation sensor. The first and / or the second control unit can then regulate the speed on the basis of the measurement data of both sensors.
  • the advantage of two separate control units is that they can both be designed independently of one another. However, it is also possible to implement the two control units as independent software modules of a single physical control unit.
  • the industrial truck has a hydraulic unit with at least one hydraulic cylinder acting on the push slide, the control unit being designed to control the speed of movement of the push slide by changing the volume flow of the hydraulic fluid flowing into the hydraulic cylinder.
  • the control unit can control a hydraulic unit of the industrial truck.
  • This hydraulic unit can comprise one or more hydraulic cylinders which act on the push slide.
  • the push slide can therefore be moved by a hydraulic cylinder.
  • the latter By regulating the volume flow into or out of the at least one hydraulic cylinder, the latter can be extended or retracted, which leads to a corresponding movement of the push carriage.
  • the mast and the load on the load part of the mast are then moved by the movement of the push carriage.
  • the hydraulic unit can also comprise further hydraulic cylinders, by means of which, for example, a lifting function and / or a tilting function of the load part or the lifting frame are made possible. If the control unit detects a deviation between the set and actual speeds of the push carriage, this can determine the volume flow of the in readjust the hydraulic fluid flowing in the hydraulic cylinder in such a way that the desired target speed is reached. Provision can be made to arrange the speed sensor according to the invention on the hydraulic cylinder acting on the push slide. For example, the sensor can measure the speed of movement of a piston rod of the hydraulic cylinder in relation to a cylinder housing of the hydraulic cylinder. In particular, an incremental measuring method can be provided for this, the piston rod then having a coding at regular intervals.
  • the hydraulic unit has a hydraulic pump and / or at least one control valve, the volume flow of the hydraulic fluid flowing into the hydraulic cylinder being regulated by the hydraulic pump and / or the at least one control valve.
  • the control unit can then increase or decrease the volume flow via the hydraulic pump in the event of a possible speed deviation of the sliding carriage.
  • the control unit for regulating the volume flow can also open or close the at least one control valve.
  • FIG. 1 An industrial truck 10 is shown with a mast 12, a push carriage 20, a sensor 30 and a control unit 40.
  • the sensor 30 is arranged at a base point of the mast 12.
  • the lifting frame 12 comprises a load part 14 with a load 16 located thereon.
  • a hydraulic unit 18 which comprises a hydraulic pump (not shown) and at least one hydraulic cylinder acting on the push slide.
  • a deformation sensor 50 is arranged at the tip of the mast 12.
  • the industrial truck 10 is a reach truck, the mast 12 of which can be extended via the push carriage 20 in the direction of the arrow marked v carriage and retracted in the opposite direction. Accordingly, the load 16 located on the load part 14 is moved forward or backward at a speed v load .
  • a person operating the reach truck 10 can transmit a speed specification r to the control unit 40 via an operating unit (not shown).
  • the control unit 40 then transmits a manipulated variable u corresponding to the speed specification r to the hydraulic unit 18, in particular to the hydraulic pump or the at least one hydraulic cylinder, and thus to the push slide 20.
  • the push slide 20 is thus moved at the speed v slide . Consequently, the mast 12 and thus the Load 16 moves.
  • Fig. 2 shown.
  • the actual push carriage speed v carriage that is to say the speed of the base point of the mast, can deviate from the speed specification r . As explained, this is due to external influences such as manufacturing tolerances, fluctuating frictional forces and material wear.
  • Fig. 3 a diagram for active mast damping is shown, which suppresses such vibrations.
  • the control system shown here takes into account the operating parameters of the industrial truck and the deformation of the mast 12. Operating variables can be, for example, the mass of the load 16 and the lifting height of the mast 12.
  • the deformation sensor 50 is an acceleration sensor that measures the acceleration of the upper end of the mast 12 relative to the base point of the mast 12.
  • the measured acceleration value and the measured operating variables are received in the control unit 40.
  • a further acceleration sensor 51 is provided at the lower mast end in order to be able to determine a reference acceleration. Its measured value also enters the control unit 40, which is represented by the double line running from the mast 12 to the control unit 40.
  • the control unit 40 then regulates the movement of the push carriage 20 via the hydraulic unit 18 in such a way that the oscillation of the load 16 is compensated for.
  • Fig. 4 the regulation of the speed of the push carriage is shown.
  • a speed specification r of an operator enters the control unit 40, which then controls the hydraulic unit 18 via a manipulated variable u and the push slide 20 above it.
  • the mast 12 and thus the load 16 moves at the speed v load .
  • a sensor 30 measures the actual speed v slide of the sliding carriage 20 and transmits this to the control unit 40.
  • the control unit 40 determines a possible deviation between the target speed, ie the speed specification r, and the actual speed, ie the slide speed v Carriage , and adjusts the manipulated variable u if necessary.
  • the hydraulic drive unit 18 is correspondingly regulated, and consequently the speed of the sliding carriage 20 is adjusted.
  • This measurement and readjustment of the speed of the carriage 20 can be carried out continuously or in steps.
  • Further operating variables of the vehicle are also determined, which are also incorporated into the control unit 40. For example, depending on the lifting height and the mass of the load, the push carriage 20 and thus the lifting frame 12 can be accelerated or decelerated as gently as possible in order to prevent any mast vibration.
  • Fig. 5 is a further development of the design of the Fig. 4 , expanded by active mast damping.
  • active mast damping as is already the case here Fig. 3 explained, a deformation of the mast 12 is determined by two acceleration sensors 50, 51 and passed on to the control unit 40.
  • the speed control according to the invention is combined with active mast damping. While the speed control determines the actual speed of the sliding carriage 20 via the sensor 30 and thus ensures that the actual speed v slide of the sliding carriage 20 corresponds to the speed specification r , the second control loop (the active mast damping) ensures that the speed v load of the mast 12 and thus the moving load 16 corresponds to the speed v slide of the sliding carriage 20.
  • the speed v load is equal to the speed v slide . Also corresponds to the measured Carriage velocity v r of the thrust carriage 20 of the preset speed, it is ensured that the load 16 moves r at the predetermined speed.
  • FIG. 6 A speed control according to the invention is also shown together with vibration damping. In contrast to the design Fig. 5 however, this is a cascaded control.
  • a speed specification r of the control unit 40 is again specified, which then passes on a corresponding controlled variable u 1 to a second control unit 42.
  • the second control unit 42 in turn forwards the specification as a controlled variable u 2 to the hydraulic unit 18 and above it to the push slide 20, which leads to a transmission of the speed v slide to the mast 12 and thus to a movement speed v load of the load 16.
  • the speed is regulated with a first control loop in that a speed sensor 30 determines the actual speed v m, slide of the push slide 20 and the first control unit 40 determines a possible control deviation between the speed specification r and the measured slide speed v m, slide .
  • the control unit 40 transmits a changed manipulated variable u 1 to the second control unit 42.
  • the second control unit 42 also receives the actual acceleration a m, load of the load 16 from the deformation sensors 50, 51 designed as acceleration sensors. However, only one deformation sensor can also be provided.
  • the second control unit 42 transmits a changed manipulated variable u 2 to the hydraulic unit 18, which leads to an adaptation of the speed v slide of the push slide 20.
  • the speed of the push carriage 20 is thus regulated to the speed specification r and, on the other hand, the load speed v load is regulated to the carriage speed v carriage . This ensures that the speed of the load actually corresponds to the speed specification.
  • the design from Fig. 6 has opposite the design Fig. 5 the advantage that the two mutually independent control units 40, 42 can be designed as desired and independently of one another. It is also possible to implement the two control units 40, 42 as independent software modules of a single physical control unit.
  • Fig. 7 shows the behavior of the load speed v load over time.
  • an operator begins to specify a speed.
  • This speed specification corresponds to the curve marked "specification”.
  • the speed increases continuously until time t 1 , after which the preset speed is constant.
  • an undamped system behaves according to the solid line, which is labeled "undamped”. This would correspond to a control system Fig. 2 .
  • the speed of the load initially increases slowly and then faster and faster and, due to a vibration of the lifting frame, shoots above the specified speed.
  • the load speed v load drops again shortly thereafter far below the preset speed, in order to then rise again due to a further swinging forward of the mast.
  • the load speed v load approaches the set speed.
  • Industrial trucks with operating size control or active mast damping, as in the Fig. 3rd or 4, shown have a significantly lower vibration behavior.
  • the load speed can be regulated in the manner explained in such a way that the oscillation of the mast has a substantially lower amplitude and reaches a constant value more quickly.
  • these systems as also explained, have no speed control, the specified speed value is often not exactly reached, but is undercut or exceeded.
  • the curve marked “speed control” can be achieved by the method or industrial truck according to the invention for regulating the speed of the push carriage. This corresponds to that in the Fig. 4th and 5 shown control loops.
  • the load speed is now also regulated to the actually desired target speed within a short time. A high work pace can thus be achieved and at the same time the necessary safety can be guaranteed.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Claims (8)

  1. Chariot de manutention (10) comportant
    - un mât de levage (12) avec un élément de charge (14) destiné à porter une charge (16),
    - un chariot de poussée (20) agissant sur le mât de levage pour faire avancer et reculer le mât de levage (12),
    - au moins un capteur (30) conçu pour mesurer une vitesse réelle du chariot de poussée (20), et
    - une première unité de commande (40) conçue pour indiquer une vitesse de consigne pour le chariot de poussée (20), pour déterminer un écart de réglage de la vitesse réelle mesurée par l'au moins un capteur (30) par rapport à la vitesse de consigne et pour indiquer une première grandeur de réglage (u1) sur la base de l'écart de vitesse déterminé,
    - caractérisé par au moins un capteur de déformation (50) conçu pour mesurer une déformation du mât de levage (12), et par une deuxième unité de commande (42), la deuxième unité de commande (42) étant conçue pour recevoir la première grandeur de réglage (u1) en provenance de la première unité de commande (40) et pour indiquer une deuxième grandeur de réglage (u2) sur la base de la première grandeur de réglage (u1) et sur la base de la déformation mesurée du mât de levage (12), pour le réglage de la vitesse de mouvement du chariot de poussée.
  2. Chariot de manutention (10) comportant
    - un mât de levage (12) avec un élément de charge (14) destiné à porter une charge (16),
    - un chariot de poussée (20) agissant sur le mât de levage pour faire avancer et reculer le mât de levage (12),
    - au moins un capteur (30) conçu pour mesurer une vitesse réelle du chariot de poussée (20), et
    - une unité de commande (40) conçue pour indiquer une vitesse de consigne pour le chariot de poussée (20), pour déterminer un écart de réglage de la vitesse réelle mesurée par l'au moins un capteur (30) par rapport à la vitesse de consigne et pour régler la vitesse de mouvement du chariot de poussée (20) sur la base de l'écart de vitesse déterminé,
    - caractérisé par au moins un capteur de déformation (50) conçu pour mesurer une déformation du mât de levage (12), l'unité de commande (40) étant en outre conçue pour régler la vitesse de mouvement du chariot de poussée (20) sur la base de la déformation mesurée du mât de levage (12).
  3. Chariot de manutention selon l'une des revendications précédentes, caractérisé en ce que le chariot de manutention comporte un groupe hydraulique (18) avec au moins un cylindre hydraulique agissant sur le chariot de poussée (20), dans lequel l'unité de commande est conçue pour commander la vitesse de mouvement du chariot de poussée (20) par modification du flux volumique du liquide hydraulique s'écoulant dans le cylindre hydraulique.
  4. Chariot de manutention selon la revendication 3, caractérisé en ce qu'il est prévu une pompe hydraulique et/ou au moins une soupape de commande, dans lequel le flux volumique du liquide hydraulique s'écoulant dans le cylindre hydraulique est régulé par la pompe hydraulique et/ou l'au moins une soupape de commande.
  5. Procédé de réglage du mouvement d'un chariot de poussée (20) agissant sur un mât de levage (12) d'un chariot de manutention (10), le procédé présentant les étapes suivantes :
    - indication d'une vitesse de consigne pour le chariot de poussée (20) par une première unité de commande (40) du chariot de manutention (10),
    - mesure de la vitesse réelle du chariot de poussée (20) par au moins un capteur (30) du chariot de manutention (10),
    - détermination d'un écart de réglage entre la vitesse réelle et la vitesse de consigne par la première unité de commande (40),
    - indication d'une première grandeur de réglage (u1) sur la base de l'écart de vitesse déterminé, par la première unité de commande (40),
    - caractérisé par la mesure d'une déformation du mât de levage (12) par au moins un capteur de déformation (50), la réception de la première grandeur de réglage (u1) provenant de la première unité de commande (40) par une deuxième unité de commande (42) et l'indication d'une deuxième grandeur de réglage (u2) sur la base de la première grandeur de réglage (u1) et sur la base de la déformation mesurée du mât de levage (12) par la deuxième unité de commande (42),
    - réglage de la vitesse de mouvement du chariot de poussée (20) sur la base de la deuxième grandeur de réglage (u2).
  6. Procédé de réglage du mouvement d'un chariot de poussée (20) agissant sur un mât de levage (12) d'un chariot de manutention (10), le procédé présentant les étapes suivantes :
    - indication d'une vitesse de consigne pour le chariot de poussée (20) par une unité de commande (40) du chariot de manutention (10),
    - mesure de la vitesse réelle du chariot de poussée (20) par au moins un capteur (30) du chariot de manutention (10),
    - détermination d'un écart de réglage entre la vitesse réelle et la vitesse de consigne par l'unité de commande (40),
    - réglage de la vitesse de mouvement du chariot de poussée (20) sur la base de l'écart de vitesse déterminé, par l'unité de commande (40),
    - caractérisé par la mesure d'une déformation du mât de levage (12) par au moins un capteur de déformation (50) et par le réglage du mouvement du chariot de poussée (20) par l'unité de commande (40) sur la base de la déformation mesurée du mât de levage (12).
  7. Procédé selon la revendication 5 ou 6, caractérisé en ce que le réglage de la vitesse de mouvement du chariot de poussée (20) est effectué par modification du flux volumique du liquide hydraulique s'écoulant dans un cylindre hydraulique, le cylindre hydraulique agissant sur le chariot de poussée (20) .
  8. Procédé selon l'une des revendications 5 à 7, caractérisé en ce que le flux volumique du liquide hydraulique s'écoulant dans le cylindre hydraulique est réglé par une pompe hydraulique et/ou par au moins une soupape de commande.
EP17207695.2A 2016-12-15 2017-12-15 Chariot de manutention pourvu d'une unité de commande permettant de régler le mouvement d'une charge ainsi que procédé correspondant Active EP3336049B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016124506.2A DE102016124506A1 (de) 2016-12-15 2016-12-15 Flurförderzeug mit einer Steuereinheit zur Regelung der Bewegung einer Last sowie ein entsprechendes Verfahren

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EP3336049A1 EP3336049A1 (fr) 2018-06-20
EP3336049B1 true EP3336049B1 (fr) 2020-07-22

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US11969882B2 (en) 2019-11-21 2024-04-30 The Raymond Corporation Material handling vehicle behavior modification based on task classification
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US20180170734A1 (en) 2018-06-21
US10549973B2 (en) 2020-02-04
DE102016124506A1 (de) 2018-06-21

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