CN102785688B - Steering device, industrial vehicle and program - Google Patents

Abstract

The present invention provides a steering device, an industrial vehicle, and a program for preventing the industrial vehicle from advancing in a direction not intended by a driver when it travels. In the steering device (5) of the forklift (1), when the condition such as there is no driver on the forklift (1) (S120: No), the steering angle of the steering wheel (53) is returned to the reference angle that becomes the reference. Resume control (S150-S230). Thereby, for the driver who knows that the restoration control is performed by the satisfaction of the above-mentioned conditions, it can be recognized that the traveling direction of the forklift (1) becomes the direction corresponding to the reference angle through the restoration control, so that the forklift (1) does not travel going in a direction not intended by the driver.

Description

Steering devices, industrial vehicles and procedures

technical field

The present invention relates to a steering device mounted on an industrial vehicle.

Background technique

Industrial vehicles such as forklifts are equipped with steering devices that steer steering wheels in response to steering operations, and the steering devices are configured to steer steering wheels in left and right directions in response to steering operations (for example, refer to Patent Document 1).

Patent Document 1: Japanese Patent Application Laid-Open No. 4-15163

However, the steerable angle range of the steering wheel in the steering device and the operable angle range of the steering gear are usually inconsistent. Specifically, the steerable angle range of the steering wheel is less than 1 turn (less than 360 degrees), in contrast, the steerable angle range of the steering gear is more than 1 turn (more than 360 degrees; for example, 360 degrees × 7 (7 turns) ).

In addition, since the steering gear is equipped with handles and other marked parts, the driver of the industrial vehicle often estimates the steering angle of the steering wheel and the driving direction of the industrial vehicle corresponding to the steering angle based on the positional relationship of the marks.

However, as mentioned above, since the steering gear can be operated (rotated) more than one turn when the steering wheel is steered, the steering angle of the steering wheel is not necessarily constant even if the positional relationship of the handle is at the same position from the perspective of the driver. Are the same.

Therefore, the traveling direction of the industrial vehicle estimated by the driver may be different from the traveling direction in which the industrial vehicle actually travels, and at this time, a problem arises that the industrial vehicle travels in a direction not intended by the driver.

Contents of the invention

The present invention has been made to solve such a problem, and an object of the present invention is to provide a method for preventing an industrial vehicle from traveling in a direction not intended by a driver.

The first structure (first form) completed in order to achieve the above object is a steering device mounted on an industrial vehicle, which is equipped with: a steering mechanism for steering the steering wheels in order to determine the traveling direction of the industrial vehicle; and a state determination unit. , according to the detection parameter that the detection result changes due to the behavior of the driver on the industrial vehicle, it is determined whether the industrial vehicle has become running or ready to run; the recovery control unit, when the state determination unit When it is not determined that the operation preparation state is reached, the steering mechanism is controlled so that the steering angle of the steering wheel becomes a predetermined reference angle.

In the steering device configured in this way, when the industrial vehicle is not in the operation-ready state, recovery control is performed to return the steering angle of the steering wheel to the reference angle.

Therefore, for the driver who has grasped the fact that recovery control is performed when the state is not ready for operation, it is possible to start operating the industrial vehicle after recognizing that the driving direction of the industrial vehicle has become a direction corresponding to the reference angle through the recovery control. vehicle, so there will be no problem of causing the industrial vehicle to travel in a direction that the driver does not intend.

In addition, the "operating readiness state" in this structure is a concept including not only the state in which the industrial vehicle can be operated, but also the state in which it is operating.

Furthermore, in the recovery control of this structure, it is conceivable to perform control such that the steering angle of the steering wheel becomes a reference angle, for example, to provide a booster that receives an external command and maintains the steering angle of the steering wheel at a reference angle. A force unit, and the force applied by the force force unit is implemented as recovery control.

In addition, it is also conceivable to detect the actual steering angle of the steering wheel and to perform feedback control such that the detected value becomes the reference angle. .

The second configuration includes steering angle detection means for detecting the steering angle of the steering wheel. Furthermore, when the state judging unit does not judge that the operation preparation state has been reached, the restoration control unit controls the steering mechanism so that the steering angle detected by the steering angle detecting unit becomes a predetermined reference angle. control.

According to this configuration, the actual steering angle of the steering wheel can be detected, and feedback control such that the detected value becomes the reference angle can be implemented as return control.

In addition, as the detection parameter in each of the above configurations, any parameter whose detection result changes due to the behavior of the driver may be used. For example, a detection parameter from a unit that detects that the driver is mounted may be considered. As a specific structure for such an application, the above-mentioned structure may be set as a third structure (third aspect) shown below.

The third configuration includes on-board detection means for detecting that a driver is mounted on the industrial vehicle, and the state judging means determines that the operation preparation state has been reached based on the detection of the on-board driver by the on-board detection means. .

According to this configuration, when the driver is mounted, it is possible to prevent recovery control from being performed.

Also, as the above-mentioned detection parameter, it is conceivable to employ a detection parameter from a unit that detects the steering operation by the driver. As a specific structure for such use, the above-mentioned structure may be set as a fourth structure (fourth aspect) shown below.

The fourth configuration includes an operation detecting unit for detecting whether a specific operation has been performed on the steering device or the industrial vehicle, and the state judging unit judges that the specific operation has been detected based on the detection of the specific operation by the operation detecting unit. The state of operational readiness.

According to this, when the driver has already performed a specific operation on the industrial vehicle, the control of the steering mechanism by the recovery control unit is not performed, so it is possible to provide a steering device that meets the driver's request.

In addition, the "specific operation" may be defined as an operation of a certain operation object, or may be defined as a series of operation sequences for one or more operation objects.

The "specific operation" in this configuration may be any operation indicating a ready state for operation. For example, an operation on a steering gear or an operation to drive an industrial vehicle with a throttle lever (or accelerator) or the like may be considered.

Therefore, what is necessary is just to make the said structure into the 5th structure (fifth aspect) shown below.

In the fifth configuration, the operation detection unit can detect that a running operation for driving the industrial vehicle has been performed, and the state determination unit determines that the operation has been performed based on the detection of the running operation by the operation detection unit. become the operational readiness state.

Thereby, it is possible to prevent recovery control from being performed in a state where the operation for running the industrial vehicle has already been performed.

However, in each of the above configurations, the return control based on the control of the steering mechanism may be arbitrarily implemented, and for this reason, each of the above configurations may be a sixth configuration (sixth aspect) shown below.

The sixth configuration includes an operation acceptance unit that receives a control start operation as an operation for starting control of the steering mechanism by the restoration control unit. The state judging unit judges that the operation preparation state is not on the basis of receiving the control start operation.

According to this structure, restoration control can be performed arbitrarily.

Furthermore, in each of the configurations described above, not only when the operation preparation state is not reached, but also the restoration control can be performed on the premise that a predetermined condition is satisfied.

As a condition for performing recovery control, for example, the vehicle speed of an industrial vehicle may be considered to be lower than a predetermined speed. In this case, each of the above configurations may be a seventh configuration (seventh aspect) shown below.

In a seventh configuration, a vehicle speed detection unit for detecting a vehicle speed of the industrial vehicle is provided, and the restoration control unit controls the steering mechanism on the condition that the vehicle speed detected by the vehicle speed detection unit is lower than a predetermined speed.

With this configuration, since the return control is not performed while the speed of the industrial vehicle is lower than the predetermined speed, for example, by setting the speed when the industrial vehicle is not running as the predetermined speed, it is possible to prevent the return control from being performed while the industrial vehicle is running.

In addition, as a condition for implementing the recovery control, it is conceivable that the steering angle of the steering wheel is different from the reference angle by a certain degree or more. .

In an eighth configuration, the restoration control unit starts controlling the steering mechanism on the condition that the steering angle detected by the steering angle detection unit is outside a predetermined allowable range centered on the reference angle.

According to this, when the steering angle of the steering wheel is within the allowable range, the control of the steering mechanism by the recovery control unit is not performed, so by setting the allowable range in the direction corresponding to the reference angle, it does not deviate from the driver's expectation. Within a certain range, it is possible to prevent the industrial vehicle from moving in the direction that the driver does not expect, and to reduce the control load caused by the recovery control.

For example, when the operating angle of the steering gear is within the range of less than ±180 degrees, based on the positional relationship of the mark (such as the handle) attached to the steering gear, the driving direction of the industrial vehicle estimated by the driver is different from the actual forward direction of the industrial vehicle. Since there is a high possibility that the directions coincide, the control load caused by the recovery control can be effectively reduced by setting the above-mentioned allowable range so that the recovery control is not performed in this state.

And, for example, when the steering angle of the steering wheel in the state where the industrial vehicle can go straight is defined as a reference angle, if the traveling direction of the industrial vehicle is substantially straight, even if a wall is provided near the left and right sides of the industrial vehicle, , and the control of the steering mechanism by the recovery control unit will not be performed, and it can be expected that the industrial vehicle will hardly touch the wall when it travels.

And, when the operation mode of the steering device can be switched depending on whether to implement recovery control, as a condition for implementing recovery control, the operation mode can be switched to a mode for performing recovery control. Therefore, the above-mentioned structures are set as follows: The shown ninth structure (ninth embodiment) is sufficient.

The ninth configuration includes a mode switching unit that receives an external command and switches the operation mode of the steering device to a return mode in which the control of the steering mechanism by the return control unit is executed and a return mode in which the control of the steering mechanism is not executed. In any one of the non-recovery modes of control, the recovery control unit controls the steering mechanism on the condition that the operation mode of the steering device is switched to the recovery mode.

According to this structure, the return control is not performed during the period when the operation mode of the steering device is switched to the non-return mode. Therefore, when it is not desired that the steering angle returns to the reference angle, it can be prevented by switching the operation mode to the non-return mode. Unexpected return of control to return the steering angle to the reference angle.

In addition, in each of the above-mentioned configurations, it is also possible to transition to the operation preparation state after the restoration control is started, and therefore, it is preferable to stop the restoration control at this time. In this way, as a specific example of the transition to the running preparation state, for example, it is conceivable that the driver has started to operate the steering gear. 10 ways) can be.

The tenth configuration includes a steering operation detection unit for detecting a steering operation by the driver, and when the steering operation is detected by the steering operation detection unit during the control of the steering mechanism, the reset operation is performed. The control unit stops its control.

According to this, when the steering operation is performed, the control of the steering mechanism by the recovery control means is stopped, so that the driver can give priority to the steering operation.

In addition, in the steering system, when the operation of the steering gear is directly transmitted to the steering wheels, it is conceivable that the steering gear cannot follow the steering wheel when the steering mechanism is controlled by recovery control so that the steering angle becomes the reference angle. In the case of steering of the wheels, at this time, the steering gear is detected to be operated in the opposite direction to the steering direction.

After detecting this operation, the stop recovery control is an error not based on the actual operation of the steering gear, so it is preferable to avoid such a wrong stop. For this reason, it is conceivable to set the above-mentioned structure as the eleventh structure shown below (Eleventh Way).

In the eleventh configuration, the steering operation detection unit detects an operation amount of the steering gear by the driver, and in the control of the steering mechanism, the operation amount detected by the steering operation detection unit becomes a predetermined value. When the operation amount is above, the restoration control unit stops its control.

According to this configuration, since the steering mechanism is continuously controlled until a predetermined operation amount of the steering gear is detected, it is possible to prevent erroneous stop of the return control by setting an operation amount that can cause an error as the operation amount.

However, when the steering of the steering wheel is started, twisting of the steering wheel occurs due to friction between the steering wheel and the road surface. And if the steering of the steering wheel is stopped in this state, the twisted steering wheel wants to return to the original state and displaces in the opposite direction of the steering direction so far, so the steering wheel cannot be made at the desired position (the steering angle is not equal to the reference corner position) stop.

Therefore, as shown in the twelfth structure (twelfth form), it is only necessary to set it as follows: After starting to control the steering mechanism, the recovery control unit continues to control until the rudder angle detected by the steering angle detection unit. The angle is larger than the reference angle by a predetermined angle, after which the control is stopped.

According to this, by stopping the control of the steering mechanism after exceeding the predetermined reference angle, the displacement in the opposite direction can be cancelled. That is, in the above configuration, by setting an angle corresponding to the amount of displacement of the steering wheel due to the twist as an angle exceeding the reference angle, it is easy to stop the steering wheel at a desired position.

In addition, in the above-mentioned steering wheel, "twisting" occurs with a magnitude corresponding to parameters such as the coefficient of friction between the steering wheel and the road surface, the friction force generated between the steering wheel and the road surface, and the angular velocity when the steering wheel is steered. Use any of these parameters to infer the amount of displacement of the steering wheel due to the "twist" effect. As a specific example, for example, as a parameter related to frictional force or angular velocity, the control amount of the steering mechanism can be considered. It is preferable to refer to the displacement amount estimated from this parameter, and after the steering angle reaches the reference angle, the control of the steering mechanism is continued for a predetermined angle. .

As a structure for such an application, it is conceivable to make the above-mentioned structure into a thirteenth structure (thirteenth aspect) shown below.

The thirteenth structure is provided with a control determination unit that determines a control steering angle that is larger than the reference angle by a predetermined angle based on a control amount after the control of the steering mechanism is started by the recovery control unit. The unit continues to control the steering mechanism until the rudder angle detected by the rudder angle detection unit reaches the control rudder angle.

According to this configuration, since the steering mechanism can be continuously controlled until reaching the steering angle, that is, the control angle, which includes the amount of displacement of the steering wheel due to the influence of "twisting", it is easy to stop the steering wheel at a desired position more reliably. .

Furthermore, in order to solve the above-mentioned problems, an industrial vehicle (a fourteenth aspect) can be provided, which is characterized in that it is configured to mount a steering device according to any one of the first to thirteenth configurations.

Accordingly, the same operations and effects as those of the above-described configurations can be obtained.

Furthermore, in order to solve the above-mentioned problems, a program for causing a computer to function as the state determination means and the restoration control means according to any one of the first to thirteenth configurations may be provided (fifteenth aspect).

When this program is applied to an industrial vehicle or a steering device for an industrial vehicle, the same actions and effects as those of the above-mentioned configurations can be obtained.

In addition, the above-mentioned program is composed of a sequence of commands suitable for the processing of the computer system, and is provided to the steering device, the industrial vehicle, or the user using the steering device or the industrial vehicle, etc. through various recording media or communication lines.

Description of drawings

FIG. 1 is a perspective view showing the overall structure of a forklift as an industrial vehicle.

FIG. 2 is a diagram showing a steering device (a diagram in which modules of constituent elements are added in the A-A cross-sectional diagram of FIG. 1 ).

FIG. 3 is a flowchart showing a steering wheel restoration process in which the steering wheel restoration control is performed in the first embodiment.

4 is a flowchart showing power-off processing executed when a key switch of the forklift is turned off in the first embodiment.

FIG. 5 is a flowchart showing steering wheel recovery processing in the second embodiment.

FIG. 6 is a flowchart showing condition determination processing in the second embodiment.

FIG. 7 is a flowchart showing state determination processing in the second embodiment.

FIG. 8 is a timing chart showing how the duty ratio of the drive signal applied to the assist motor changes during recovery control.

FIG. 9 is a flowchart showing steering wheel recovery processing in a modified example.

In the figure: 1-forklift, 2-main body, 3-loading and unloading mechanism, 4-driver's seat, 5-steering device, 6-operating part, 51-steering gear, 52-handle, 53-steering wheel, 54-steering mechanism, 55-steering wheel supporting part, 57-steering gear, 59-drive motor, 61-steering transmission mechanism, 63-auxiliary motor, 65-action circuit, 67-transmission gear, 71-torque sensor, 73-rudder angle sensor, 75-controller, 77-driver detection sensor, 79-vehicle speed sensor, 81-key sensor, 83-notification section.

detailed description

Embodiments of the present invention will be described below in conjunction with the accompanying drawings.

1. Overall structure

The forklift 1 is an industrial vehicle used for loading and unloading work. As shown in FIG.

The steering device 5 is mounted on the rear side of the main body 2 at a position adjacent to the driver's seat 4. As shown in FIG. Wheel 53, a steering mechanism 54 for steering the steering wheel 53 according to the amount of operation of the steering gear 51, a drive motor 59 for rotating and driving the steering wheel 53, a torque sensor 71 for detecting the operating torque of the steering gear 51, and a torque sensor 71 for detecting the steering wheel 53. The rudder angle sensor 73 of the rudder angle of 53, the driver detection sensor 77 that detects the presence of the driver of the forklift 1, the vehicle speed sensor 79 that detects the vehicle speed of the forklift 1, the electric key that detects the switching state of the electric key switch that is used to start the forklift 1 whole The sensor 81 , the notification unit 83 for notifying the surroundings of the forklift 1 , the controller 75 for controlling the operation of the steering device 5 as a whole, and the like.

In addition, the driver detection sensor 77 of this embodiment is a load sensor, an infrared sensor, an image sensor, etc. that detect the presence of a driver based on a change in the load (weight) of the driver's seat 4, and is not mounted as an operation input terminal of a general forklift 1. The sensor is a sensor that detects that the driver is located in the driver's seat 4 .

The steering gear 51 is configured so that a steering wheel 53 can be steered by the driver's operation, and a handle 52 that the driver can use when operating the steering gear is attached.

The steering wheel 53 is also a driving wheel that applies driving force for traveling the forklift 1 to the road surface. In addition, in this embodiment, the steerable angle range of the steering wheel 53 is less than 1 turn (less than 360 degrees), in contrast, the steerable angle range of the steering gear 51 is more than 1 turn (more than 360 degrees; in this embodiment 7 circles of 360 degrees x 7). In addition, in the present embodiment, the steering angle (for example, "0 degrees") of the steering wheel 53 in a state where the forklift 1 can go straight is defined as a reference angle.

The steering mechanism 54 includes a steering wheel support portion 55 that supports the steering wheel 53 , a steering transmission mechanism 61 that transmits the operating torque of the steering gear 51 to the steering wheel 53 to steer the steering wheel 53 , and a steering wheel 51 that assists the steering wheel 51 . An auxiliary motor 63 for steering the steering wheel 53 , an operating circuit 65 for operating the auxiliary motor 63 , and the like.

In the above configuration, the steering wheel support portion 55 is fixed to the main body 2 in a rotatable state in the steering direction of the steering wheel 53 , and the steering gear 57 is formed around the steering wheel support portion 55 in the rotation direction.

Also, the assist motor 63 is a known electric power steering (EPS) motor. Then, the assist motor 63 rotates a gear (not shown) meshing with the steering gear 57 of the steering wheel support portion 55 with a steering torque corresponding to the torque of the steering gear 51 transmitted through the steering transmission mechanism 61, thereby The steering wheel 55 and the steering wheel 53 supported on the steering wheel support 55 are steered by the steering gear 57 .

In addition, the steering transmission mechanism 61 is a rod-shaped member extending from the steering gear 51 toward the steering wheel support portion 55 , and a transmission mechanism that meshes with the steering gear 57 of the steering wheel support portion 55 is provided at the end (lower end) on the steering wheel 53 side. The gear 67 transmits the operating torque of the steering gear 51 to the steering wheel supporting portion 55 and the steering wheel 53 supported on the steering wheel supporting portion 55 through the transmission gear 67 and the steering gear 57 .

The notification unit 83 is used to draw the attention of the surroundings of the forklift 1 (for example, the driver) or to notify the surroundings of the operating state of the forklift 1, and is composed of a buzzer that emits a notification sound, a drive circuit that drives the buzzer, and the like. Furthermore, the drive circuit is configured to emit various notification sounds to the buzzer in accordance with an instruction from the controller 75 .

The controller 75 performs the following processing according to the program stored in the built-in memory: a known steering process of generating a steering torque with a magnitude corresponding to the steering gear operation (operation torque of the steering gear 51) performed by the driver; The steering wheel recovery process (refer to FIG. 3, FIG. 5 to FIG. 7) in which the steering angle of the wheel 53 returns to the reference angle as a reference; Operational power-off processing (refer to Figure 4).

In addition, when the key switch is in the off state, the controller 75 disables the travel control of the forklift 1 , the loading and unloading control of the loading and unloading mechanism 3 , and the steering processing.

Further, the controller 75 is connected to and capable of communicating with the operation unit 6 arranged in front of the driver's seat 4 , and is configured to be able to detect the contents of the operation performed by the driver on the operation unit 6 .

2. Characteristic work of the controller 75

Since the steering device 5 in this embodiment differs in its implementation depending on the content of processing performed by the controller 75 , the embodiments corresponding to the processing content will be described sequentially.

2-1. First Embodiment

(1) Steering wheel recovery processing

In the present embodiment, when the power of the forklift 1 is turned on, the controller 75 executes the steering wheel restoration process.

When this process is started, as shown in FIG. 3 , first, in S105 , it is determined whether the driver has released the steering wheel return process based on the detection results of the torque sensor 71 and the key sensor 81 . Here, within a predetermined time after the key switch is turned off, on the basis that the torque sensor 71 detects an operating torque with a certain regularity (for example, an operation by the driver to turn the steering gear 51 left and right multiple times), It is determined that the cancel operation of the steering wheel restoration process has been performed by the driver.

And when it is determined in S105 that the release operation of the steering wheel recovery process has been performed (S105: Yes), the process proceeds to S107, and based on the detection result of the vehicle speed sensor 79, it is determined whether the forklift 1 has stopped (whether the vehicle speed is zero) .

Then, in S107, while it is determined that the forklift 1 is stopped (S107: Yes), the process of S107 is repeatedly executed, and when it is determined that the forklift 1 is not stopped (S107: No), the process returns to S105.

And, when it is determined in S105 that the release operation of the steering wheel recovery process has not been performed (S105: No), the process proceeds to S110, and based on the detection result of the vehicle speed sensor 79, it is determined whether the forklift 1 has stopped (whether the vehicle speed is zero) .

And, when it is determined in S110 that the forklift 1 is not stopped (S110: No), the process returns to S105, and on the other hand, if it is determined in S110 that the forklift 1 is stopped (S110: Yes), the process proceeds to S120.

In S120 , it is determined whether or not the driver is inside the forklift 1 based on the detection result by the driver detection sensor 77 . And, when it is determined in S120 that the driver is in the forklift 1 (S120: Yes), the process proceeds to S110, on the other hand, when it is determined in S120 that the driver is not in the forklift 1 (S120: No), the process proceeds to S130.

In S130, based on the detection result by the torque sensor 71, it is determined whether or not the driver is operating the steering gear. Here, it is determined that the driver is operating the steering gear based on the operating torque detected by the torque sensor 71 when the driver operates the steering gear 51 .

Also, when it is determined in S130 that the driver is operating the steering gear (S130: YES), the process proceeds to S110, and conversely, when it is determined in S130 that the driver is not operating the steering gear (S130: No), the process proceeds to S140.

In S140, it is determined whether or not the steering angle of the steering angle 53 detected by the steering angle sensor 73 is outside a predetermined allowable range around the reference angle. The “permissible range” used in the process of S140 is a value set within a range in which the direction corresponding to the reference angle does not deviate from the driver's expectation, and is stored in the built-in memory of the controller 75 . In addition, in the present embodiment, ±20 degrees (=40 degrees) around the reference angle is set as an "allowable range".

Then, when it is determined in S140 that the steering angle is within the predetermined allowable range around the reference angle (S140: NO), the process proceeds to S110. On the other hand, when it is determined in S140 that the steering angle is outside the predetermined allowable range centering on the reference angle (S140: YES), the process proceeds to S150.

In S150 , return control of the steering wheel 53 for controlling the steering mechanism 54 (specifically, the assist motor 63 ) is started so that the steering angle of the steering wheel 53 detected by the steering angle sensor 73 returns to the reference angle. Here, in the return control of the steering wheel 53, the steering wheel 53 is steered by operating the auxiliary motor 63 by the operating circuit 65, and furthermore, the steering gear 57, the transmission gear 67, the steering transmission mechanism 61, and the steering gear 51 Steering is performed to return the steering angle detected by the steering angle sensor 73 to the reference angle. Specifically, the controller 75 changes the duty ratio when the assist motor 63 is driven so that the steering speed of the steering wheel 53 detected based on the detection result of the steering angle sensor 73 becomes constant (for example, 18°/s). The steering angle of the steering wheel 53 returns to the reference angle.

In the next S160, a notification command is output to the notification unit 83 in order to notify that the recovery control has started. Accordingly, the notification unit 83 notifies the surroundings of the forklift 1 that the recovery control has started by emitting a notification sound. In addition, the notification unit 83 continues to emit a notification sound such as "beep beep" (short sound) from the start to the end of the restoration control.

Also, in S170, after resetting the count value using a timer built into the controller 75, the measurement of the time required to return to the control is started.

Next, in S180, based on the count value of the timer, it is determined whether or not a predetermined time (for example, 1 minute) has elapsed since the measurement by the timer in the process of S170 was started. The "predetermined time" is, for example, a predetermined time for forcibly ending the recovery control when the recovery control cannot be performed normally due to obstruction of the operation of the steering wheel 53 by a foreign object or failure of the assist motor 63 .

Then, in S180, when it is determined that a predetermined time has elapsed since the measurement by the timer was started (S180: YES), the end processing of the recovery control is performed (S220).

Here, in S220 , a process of stopping the operation of the assist motor 63 , that is, a process of stopping the energization control of the assist motor 63 is performed on the operating circuit 65 .

Since the reason for ending the recovery control this time is the timer, in the following S230, in order to notify that the recovery control has been forcibly terminated, a notification command is output to the notification unit 83, and the process returns to S105. In addition, at this time, the notifying part 83 (buzzer) emits a fault sound such as "beep" (short sound) once.

On the other hand, in S180, when it is determined that the predetermined time has not elapsed after the measurement by the timer is started (S180: No), it is determined whether the driver is in the forklift 1 based on the detection result detected by the driver detection sensor 77 ( S182).

Also, when it is determined in S182 that the driver is inside the forklift 1 (S182: YES), the same end processing of the recovery control as in S220 described above is performed (S184), and the processing returns to S105.

On the other hand, when it is determined in S182 that the driver is not in the forklift 1 (S182: NO), the process proceeds to S190. In S190, based on the detection result by the torque sensor 71, it is determined whether or not the driver is operating the steering gear.

Then, in S190, when it is determined that the driver has not operated the steering gear (S190: No), it is determined whether the steering angle detected by the steering angle sensor 73 has reached the reference angle (S200).

And, in S200, when it is determined that the steering angle has not reached the reference angle (S200: No), the process proceeds to S180; on the contrary, in S200, when it is determined that the steering angle has reached the reference angle (S200: Yes), the process proceeds to S205.

In S205 , the rudder angle for ending the recovery control is determined based on the average value of the current flowing to the assist motor 63 during the recovery control period (during the energization control of the assist motor 63 ).

Specifically, the built-in memory of the controller 75 stores a table that associates the current value of the current flowing to the assist motor 63 with the angle corresponding to the amount of displacement of the steering wheel 53 due to the influence of the twist. In the wheel recovery process, the current value of the current flowing to the assist motor 63 is periodically obtained from the start of the recovery control (S170) until the steering angle reaches the reference angle (S200: YES), and the average value of the obtained current values is calculated.

And, in S205, by using the above-mentioned table to extract the angle corresponding to the average value, the extracted angle is determined as the rudder angle for ending the return control. That is, in the present embodiment, the amount of displacement of the steering wheel 53 due to the twist is estimated from the average value of the current flowing to the assist motor 63, thereby determining the steering angle for terminating the return control.

In the following S220, stop the steering of the steering wheel 53 when the steering angle of the steering wheel 53 reaches the steering angle determined in S205, so finally stop the steering of the steering wheel 53 when the steering angle exceeds the reference angle predetermined angle (in S205 After the rudder angle determined in ).

And this time, since the steering angle has reached the reference angle, the return control is terminated, so in the following S230, in order to notify that the return control has been completed normally, a notification command is output to the notification unit 83, and the process returns to S105. In addition, at this time, the notification unit 83 (buzzer) emits a notification sound such as "beep" (long sound) once.

On the other hand, in S190, when it is determined that the driver has operated the steering gear (S190: Yes), after performing the same end processing of the recovery control as in S220 above (S210), the timer built in the controller 75 is used to After the count value is reset, the time required for control recovery starts to be measured (S212).

Next, in S214, based on the count value of the timer, it is determined whether or not a predetermined time (3 seconds in the present embodiment) has elapsed since the measurement by the timer in the process of S212 was started.

And, in S214, when it is determined that the predetermined time has not elapsed since the measurement by the timer started (S214: No), the process of S214 is repeatedly executed, and if it is determined that the predetermined time has elapsed since the measurement by the timer has started (S214 : Yes), the process returns to S105.

(2) Power off processing

The power-off process is executed by the controller 75 when the key switch is switched from the on state to the off state.

When this process is started, as shown in FIG. 4 , first, in S310 , the timer built in the controller 75 is used to start measuring the time after the key switch is switched to the off state. In addition, in this embodiment, the timer for the power-off processing and the timer for the above-mentioned steering wheel recovery processing may be the same timer, or a timer different from the timer for the steering wheel recovery processing may be provided. The timer is used as a timer for power off processing.

Next, in S320, based on the count value of the timer, it is determined whether or not a predetermined time (for example, 1 minute) has elapsed since the measurement by the timer in the process of S310 started. This "predetermined time" is a predetermined time to secure the time required when the operation of the electronic equipment (controller 75 and the like) of the forklift 1 is completed.

And, the process of S320 is repeatedly executed until it is determined that the predetermined time has elapsed since the measurement by the timer is started, and if it is determined that the predetermined time has elapsed since the measurement by the timer has been started (S320: Yes), the key sensor 81, determine whether the key switch is in the off state (S330).

Moreover, in S330, when it is determined that the key switch is in the on state (S330: No), the power off process ends, and on the contrary, when it is determined that the key switch is in the off state (S330: Yes), the power supply of the forklift 1 is turned off (S340), and the process ends. Power off processing.

That is, in the power-off process, the power of the forklift 1 is kept on for a predetermined time after the key switch is switched from the on state to the off state. Afterwards, when the key switch is not turned on, the power of the forklift 1 is turned off regardless of whether there is a driver, and on the other hand, when the key switch is turned on, the power of the forklift 1 is not turned off.

2-2. Second Embodiment

(1) Steering wheel recovery processing

The processing procedure of the steering wheel recovery processing in this embodiment will be described based on FIG. 5 .

In this steering wheel restoration process, first, it is checked whether restoration start conditions are sufficient (S400). In the present embodiment, after the controller 75 is activated, the following condition determination process is repeatedly executed for every constant period. Since the condition determination process is set in the condition determination process to be sufficient or insufficient for the recovery start condition, according to the setting The content confirms whether recovery start conditions are sufficient.

Here, the condition determination process will be described with reference to FIG. The "recovery mode" of the control of the steering wheel recovery process, or switches to the "non-recovery mode" that does not allow the control based on the steering wheel recovery process (S410).

When it is determined in this S410 to switch to the "non-recovery mode" (S410: No), the recovery start condition "not" is set to be sufficient (S420). In this embodiment, the condition is not satisfied by setting "0" in the condition sufficient flag.

On the other hand, when it is determined in S410 to switch to the "recovery mode" (S410: YES), it is confirmed whether the vehicle speed of the forklift 1 is lower than a predetermined speed based on the detection result obtained by the vehicle speed sensor 79 (S430). In the present embodiment, it is checked whether or not the vehicle speed is lower than the vehicle speed at which the forklift 1 is estimated to have stopped.

In this S430, it is estimated that the vehicle speed of the forklift 1 is not less than a predetermined speed, that is, when the forklift 1 is running at a certain speed or more (S430: No), the process proceeds to S420.

On the other hand, in the above S430, when it is estimated that the vehicle speed of the forklift 1 is lower than the predetermined speed (S430: Yes), similar to S140 in the first embodiment above, it is confirmed whether the steering angle of the steering wheel 53 is within the center of the reference angle. Out of the predetermined range (S440).

In this S440, when it is determined that the steering angle of the steering wheel 53 is within a predetermined range centered on the reference angle (S440: No), the process proceeds to S420; If the center is out of the predetermined range (S440: YES), it is set that the restoration start condition is sufficient (S450). In this embodiment, the condition is set to be sufficient by setting "1" in the above-mentioned condition sufficient flag.

In this way, after setting the condition is sufficient or the condition is not sufficient in the above S420 or S450, the condition determination process ends.

In the steering wheel recovery process in this embodiment, it is determined whether or not the recovery start condition is sufficient based on the setting content repeatedly performed by the condition determination process in the above S400.

And if it becomes the standby state in this S400 until it is determined that the recovery start condition is sufficient (S400: No), it is determined that the recovery start condition is sufficient (S400: Yes), then it is confirmed whether the forklift 1 is in the "running mode" in which the driver is running or can be operated. Ready state" (S500).

In the present embodiment, it is configured to start the state determination process shown below in S500, and in this state determination process, it is set whether it has become the operation preparation state, so it is confirmed whether it has become the operation preparation state based on the setting content. .

Here, when the state determination process is described based on FIG. 7 , in this state determination process, first, it is checked whether or not a control start operation is performed ( S510 ). In the present embodiment, an operation of switching the restoration process start switch set on the operation unit 6 to the ON side is set as a control start operation. In addition, the recovery process start switch is a so-called momentary switch, and is configured to be switched to the ON side only while receiving an operation.

When it is determined in this S510 that the control start operation is performed (S510: YES), the non-operation ready state is set (S570). In this embodiment, the non-operation ready state is set by setting "1" in the state determination flag.

On the other hand, when it is determined in S510 that the control start operation has not been performed (S510: No), it is confirmed whether a driver is mounted on the forklift 1 based on the detection result by the driver detection sensor 77 (S530).

When it is determined in S530 that a driver is mounted (S530: YES), the vehicle is set to a driving ready state (S520). In this embodiment, the operation preparation state is set by setting "0" in the above-mentioned state judgment flag.

On the other hand, when it is determined in S530 that the driver is not mounted (S530: No), it is checked whether the driver operates the steering gear based on the detection result of the torque sensor 71 (S540).

When it is determined in this S540 that the steering gear is operated (S540: Yes), the process proceeds to S520. On the other hand, when it is determined that the steering gear is not operated (S540: No), it is confirmed whether the operation for driving the forklift 1 is performed. operation (traveling operation) (S550). In the present embodiment, it is confirmed whether or not the throttle lever set on the operation unit 6 is operated as a traveling operation.

When it is determined in S550 that the running operation is performed (S550: Yes), the process proceeds to S520. On the other hand, when it is determined that the running operation is not performed (S550: No), it is checked whether the loading and unloading operation is performed (S560). In the present embodiment, it is checked whether or not the operating lever set in the operation unit 6 for giving an operation command to the attaching and detaching mechanism 3 has been operated (including the state of interrupting the operation during the attaching and detaching operation).

When it is determined in S560 that the loading and unloading operation has been performed (S560: Yes), the process proceeds to S520. On the other hand, when it is determined that the loading and unloading operation has not been performed (S560: No), the process proceeds to S570.

In this way, after the non-running ready state or the running ready state is set in the above S520 or S570, the state determination process ends, and the setting content is used as a return value, and the process returns to the steering wheel recovery process.

In the steering wheel restoration process in this embodiment, it is determined in S500 whether or not the vehicle is in the ready-to-run state based on the return value of the state determination process.

And when it is judged in this S500 that it is an operation preparation state (S500: Yes), the process returns to S400, and the processing procedure up to now is repeated.

Thereafter, if it is determined in the above S500 that it is not in the ready state for operation (S500: No), it is determined in the above S400 that the recovery start condition is sufficient, and after it is determined in the above S500 that it is not in the ready state for operation, it is confirmed whether the condition has passed A predetermined duration (S610).

When it is determined in S610 that the duration has not elapsed in this state (S610: No), the steps S610 to S620 are repeated while maintaining the state determined to be a condition sufficient/non-operating ready state (S620: No).

When the situation changes during this repetition (S620: Yes), the process returns to S400, but if the situation does not change (S620: No) and the duration has elapsed (S610: Yes), the procedure is the same as that of S150 in the first embodiment. Likewise, recovery control by (the assist motor 63 in) the steering mechanism 54 is started (S150).

In addition, in the present embodiment, by increasing the duty ratio of the drive signal of the assist motor 63 with the lapse of time after the start of the return control, control for gradually increasing the steering speed of the steering wheel 53 can be performed ( Refer to Figure 8).

Thereafter, as in S160 to S180 in the first embodiment, notification processing is started (S160), and after measurement of the time required for recovery control is started (S170), it is checked whether the measured value has reached a predetermined time (S180).

In this S180, if the measured value has not reached the predetermined time (S180: No), then similar to the above-mentioned S400 and S500, it is confirmed whether the recovery start condition is sufficient (S630) and whether it is in the operation preparation state (S640).

However, in this S640, it is not only detected whether the steering gear 51 is operated, but also whether the steering gear 51 is operated by a predetermined amount of operation. This is because, as in the present embodiment, there may be a problem that, in a structure in which the operation of the steering gear 51 is directly transmitted to the steering wheel 53, it is also conceivable that the steering gear 51 cannot follow the steering of the steering wheel 53 during recovery control. , at this time, it may be erroneously detected that the steering gear 51 is operated in the opposite direction to the steering direction. Therefore, in the present embodiment, an operation amount at which an error occurs is set as a "predetermined operation amount", thereby avoiding an erroneous stop of the recovery control.

In S630 and S640, when the recovery start condition is not sufficient (S630: No), and when the recovery start condition is sufficient (S630: Yes), but the operation preparation state is in the above S640 (S640: Yes), the same as the first embodiment In the same way as S210, after performing the end processing of the recovery control (S650), the process returns to S400, and the subsequent processing sequence is repeated.

In addition, in this end process, the duty ratio in the drive signal of the assist motor 63 is decreased with the lapse of time to gradually reduce the steering speed of the steering wheel 53 (refer to FIG. 8 ).

On the other hand, when the recovery start condition is sufficient (S630: YES), and it is the non-operating ready state (S640: NO), it is confirmed whether the control end condition is sufficient (S660). In the present embodiment, it is determined that the control end condition is sufficient on the basis that the steering angle detected by the steering angle sensor 73 reaches the reference angle.

If the control end condition is insufficient in this S660 (S660: No), the process returns to the above-mentioned S180. On the other hand, if the control end condition is sufficient (S660: Yes), it is the same as S205 in the first embodiment, and the determination is made. The rudder angle control of the recovery control started in S150 above should be ended (S670).

If the control steering angle is determined in the above manner, the recovery control is continued until the steering angle detected by the steering angle sensor 73 reaches the control steering angle (S680: No), which is the same as in S220～S230 in the first embodiment. After the end of the control process (S690) and the notification process (S230), the process returns to S400, and the subsequent processing steps are repeated.

In addition, also in the end process based on this S690, the control which gradually reduces the steering speed of the steering wheel 53 is performed (refer FIG. 8).

3. Function and effect

As described above, in the present embodiment, according to various conditions (S105-S230, S400, S500) such as the stop of the forklift 1 or the forklift 1 not being in an operation ready state, the recovery control (S150) of returning the steering angle of the steering wheel 53 to the reference angle is performed. ~S230).

As a result, the driver who knows that the return control is performed by the establishment of the above conditions can recognize that the travel direction of the forklift 1 has become the direction corresponding to the reference angle due to the return control, and thus does not cause the forklift 1 to travel in a direction corresponding to the reference angle. problem of driving in a direction not intended by the driver.

In addition, in the above-described embodiment, it is determined that the vehicle is in the ready-to-run state based on the presence of a driver (S120, S182, S530), and thus it is possible to prevent recovery control from being performed while the driver is mounted.

Furthermore, in the present embodiment, since the control of the steering mechanism 54 by the recovery control is stopped when the steering operation is performed, it is possible to give priority to the steering operation by the driver.

Moreover, in this embodiment, since the steering angle of the steering wheel 53 is within the allowable range, the control of the steering mechanism 54 based on the steering wheel restoration process is not performed, so it is possible to prevent the forklift 1 from advancing in a direction not intended by the driver while traveling. , the control load imposed on the controller 75 can be reduced.

In addition, in the present embodiment, the above-mentioned allowable range in S140 is set so that the return control is not performed in a state where the operation angle of the steering gear 51 is within the range of less than ±180 degrees. Therefore, the burden of the return control can be effectively reduced. brought about by the control load. Furthermore, if the travel direction of the forklift 1 is substantially straight, even if there are walls near the left and right of the forklift 1 , it is expected that the forklift 1 will hardly touch the wall when the forklift 1 is traveling without recovery control.

However, when the steering of the steering wheel 53 is stopped, as described above, the steering wheel 53 is affected by the twist and displaces in the opposite direction to the previous steering direction. The steering mechanism 54 is controlled to cancel the displacement in the opposite direction. That is, in the present embodiment, an angle corresponding to the amount of displacement of the steering wheel 53 due to the twist is set as an angle exceeding the reference angle, so that it is easy to stop the steering wheel 53 at a desired position.

In addition, in this embodiment, the steering angle for ending the recovery control is determined (S205) based on the control amount of the steering mechanism in the recovery control (in this embodiment, the average current of the assist motor 63), so it is easy to make the steering wheel 53 Stop at the desired position more reliably.

Furthermore, according to the present embodiment, when the driver has performed a specific operation on the forklift 1 (S105: YES), since the return control is not performed, it is possible to provide the steering device 5 that meets the driver's request.

Furthermore, according to the present embodiment, since the recovery control is not performed while it is determined that the forklift 1 is not stopped (S110: No), it is possible to reliably prevent the recovery control from being performed while the forklift 1 is traveling.

Furthermore, according to the present embodiment, it is possible to prevent recovery control from being performed in a state where the travel operation for driving the forklift 1 is performed ( S550 ).

In addition, in the present embodiment, firstly, if the control start operation is performed (S510), it is determined that the operation preparation state is not (S570), so the recovery control can be arbitrarily executed regardless of whether the operation preparation state is reached by other conditions.

Furthermore, in the present embodiment, since the return control (S430→S450) is not performed while the vehicle speed of the forklift 1 is at the traveling speed, it is possible to prevent the return control from being performed while the forklift 1 is traveling.

In addition, in the present embodiment, since the recovery control (S410) is not performed during the operation mode switching of the steering device 5 to the non-recovery mode, when it is not desired to return the steering angle to the reference angle, it is possible to switch the operation mode Switch to non-recovery mode to prevent unintended recovery control from returning the steering angle to the reference angle.

Furthermore, in the present embodiment, after the recovery control is started, the steering mechanism 54 is continuously controlled until a predetermined amount of operation on the steering gear 51 is detected (S540→S570), thereby preventing the recovery control from erroneously stopping.

4. Other implementation methods

The present invention is not limited to the above-described embodiments as long as it complies with the inventive concept described in the claims.

For example, in the above-mentioned embodiment, the configuration in which the configuration of the invention of the present application is applied to the forklift 1 was exemplified, but it is of course also applicable to industrial vehicles other than the forklift 1 .

In the above-mentioned embodiment, the switching state of the key switch is judged on the side of the steering device 5, but the present invention is not limited thereto, and the steering device 5 may also acquire an external (for example, a control unit for overall control of the forklift 1 ) judgment. Switching state of the key switch.

In addition, the driver detection sensor 77 of the above-mentioned embodiment is generally provided separately from the input terminal for operating the forklift 1, but the present invention is not limited thereto, and the steering gear 51, accelerator, brake, etc. The presence or absence of the driver is detected by operating components on the input side of the forklift 1 .

At this time, for example, if no operation of the steering gear 51, accelerator, brake, etc. is detected for a predetermined time or more, it can be detected that the driver is absent.

Moreover, in the above-mentioned embodiment, when the specific steering gear operation by the driver occurs within a predetermined time after the key switch is turned off, the recovery control is not performed, but the present invention is not limited thereto. For example, the The switch button is provided on the display device of the forklift, and when the switch button is pressed, recovery control is not performed.

In addition, in the return control of the above-mentioned embodiment, the assist motor 63 is controlled so that the steering speed of the steering wheel 53 becomes constant, but the present invention is not limited thereto, and for example, the duty ratio when the assist motor 63 is driven may be constant. mode to control the auxiliary motor 63 .

In addition, in the recovery control, the steering wheel 53 may be stopped after gradually decelerating the steering speed of the steering wheel 53 .

That is, the return control may control the steering mechanism 54 so that the steering speed of the steering wheels becomes lower than a predetermined speed when at least the difference between the steering angle detected by the steering angle sensor 73 and the reference angle becomes lower than a predetermined threshold.

In addition, at this time, the processing after S200 of the steering wheel return processing ( FIG. 3 ) may also be as follows. In addition, in the following description, only the process which changes this embodiment is demonstrated.

That is, in S200, it is determined whether or not the difference between the steering angle detected by the steering angle sensor 73 and the reference angle is equal to or less than a predetermined threshold value (for example, 0). In addition, the threshold value is predetermined as a value at which deceleration should be started in the end processing of the recovery control. That is, in the process of S200 in this modified example, it is determined whether or not the steering angle has reached the angle at which deceleration of the return control should be started.

And when it is determined in S200 that the difference between the steering angle and the reference angle is not below the threshold (S200: No), the process proceeds to S180; on the contrary, when it is determined in S200 that the difference between the steering angle and the reference angle is below the threshold (S200: Yes ), the process proceeds to S220.

In S220, when the difference between the steering angle and the reference angle becomes equal to or less than the threshold value, the steering speed of the steering wheel 53 is gradually decelerated, and then the steering of the steering wheel 53 is stopped. In addition, in this modified example, the steering speed of the steering wheel 53 is decelerated to a predetermined speed or lower by lowering the duty ratio of the auxiliary motor 63 when driving (for example, from 30% to 20%) lower than usual. Afterwards, the duty cycle is tapered down to 0%.

According to the modified example described above, since the angular velocity can be reduced according to the steering speed of the steering wheel 53, the twist that occurs in the steering wheel 53 can be reduced, so after the steering of the steering wheel 53 is stopped, the steering angle of the twist can be reduced. 53 is to be returned to the original state by the amount of displacement, and as a result, the steering wheel 53 can be easily stopped at a desired position.

In addition, in the steering wheel recovery process of the above-mentioned embodiment, the forklift 1 is stopped (S110: Yes) as one of the conditions for performing the recovery control, but the present invention is not limited thereto, and may be set to Conditions are also under recovery control.

Hereinafter, this modified example will be described using FIG. 9 . In addition, in FIG. 9 , the same step numbers are assigned to the same processing as the steering wheel restoration processing in FIG. 3 . In addition, in the following description, the description of the same processing as in the above-mentioned embodiment is omitted.

The steering wheel return process shown in FIG. 5 is started, and the process of S105 is repeatedly executed while it is determined in S105 that the release operation of the steer wheel return process has been performed (S105: YES).

And if it is determined in S105 that the release operation of the steering wheel recovery process has not been performed (S105: No), the process proceeds to S120, and it is determined whether the driver is in the forklift 1 based on the detection result of the driver detection sensor 77 .

In the modified example described above, when compared with the above-mentioned embodiment, the stop of the forklift 1 (S110 in FIG. 3: Yes) is excluded from the conditions for performing the recovery control. Even the driver who knows that the recovery control is performed when conditions such as the presence of a driver in the forklift truck 1 are met can recognize that the travel direction of the forklift truck 1 is in the direction corresponding to the reference angle through the recovery control. Therefore, there is no problem that the forklift 1 advances in a direction not intended by the driver when traveling.

In addition, in the above-described embodiment, the parameters referred to when determining whether the recovery start conditions are sufficient or whether the vehicle is ready for operation are used as the detection parameters whose detection results change due to the behavior of the driver. However, as the detection parameter, any parameter may be used as long as the detection result changes according to the behavior of the driver, and of course, parameters other than those described above may be employed.

As a specific example, for example, the following can be considered: the driver is allowed to carry a communication terminal capable of wireless communication with the steering device 5, and it is determined that the driver has become a ready-to-run state on the basis of detecting that the communication terminal has entered the communication circle on the steering device 5 side. .

In addition, in the above-mentioned second embodiment, it is determined that the state is not ready for operation (S510→S520) on the basis that the control start operation has been performed (S510→S520). The above operation objects are determined to be in a non-operation ready state based on a series of operations that have been performed in sequence.

In addition, in the above-mentioned second embodiment, it is judged whether the operation mode is "recovery mode" or "non-recovery mode" based on the switch of the operation mode selector switch to "recovery mode" (S410), but the operation for this determination is also It may be set that one or more operation objects have been operated in a series of order.

In addition, in the above-mentioned embodiment, the steering device in which the power supply of the forklift 1 is turned off through the power-off process is exemplified, but it may be configured such that the power supply of the forklift 1 is turned off on the basis that the key switch is switched to the off state without performing the power-off process. .

In addition, in the above-mentioned embodiment, the configuration is exemplified in which whether or not the steering angle detected by the steering angle sensor 73 reaches the reference angle constitutes the judgment criterion for terminating the return control ( S200 , S660 , S680 ). However, a limit switch that is turned on when the steering angle reaches the reference angle may be prepared, and whether or not the limit switch is turned on may be used as a criterion for terminating the recovery control.

5. Correspondence between invention-specific matters and implementation modes

In the embodiment described above, the steering angle sensor 73 is equivalent to the steering angle detection unit in the present invention, and the processing of the driver detection sensor 77, S120, S182, and S530 is equivalent to the mounted detection unit in the present invention, and the vehicle speed sensor 79, The processing of S107, S110, and S430 corresponds to the vehicle speed detecting means in the present invention, and the processing of the torque sensor 71, S130, S190, and S540 corresponds to the steering operation detecting means in the present invention. In addition, the processing of S150 to S230 corresponds to the recovery control means in the present invention. Furthermore, the processing of S205 and S670 corresponds to the control determining means in the present invention, and the processing of the torque sensor 71 and the key sensor 81, S105, S550, and S560 corresponds to the operation detecting means in the present invention.

In addition, S500 corresponds to the state judging means in the present invention, and the processing in S510 corresponds to the operation accepting means for accepting the control start operation in the present invention, and the controller 75 which detects the content of the operation performed by the driver to the operation part 6 corresponds to The mode switching unit in the present invention.

This application claims priority based on Japanese Patent Application No. 2011-113665 filed on May 20, 2011 and Japanese Patent Application No. 2012-053377 filed on March 9, 2012. The entire content of the application is incorporated in this specification by reference.

Claims (14)

1. a steering hardware, it is equipped on industrial vehicle, it is characterized in that, has:

Rudder steering mechanism, carries out steering in order to determine the travel direction of described industrial vehicle to pilot wheel;

State determination unit, judge whether described industrial vehicle has become the operation readiness running and maybe can run according to detected parameters, the testing result of described detected parameters changes because of the movement of the chaufeur on described industrial vehicle; And

Recover control unit, when described state determination unit do not judge to have become run readiness time, in the mode making the rudder angle of pilot wheel become predetermined reference angle, described rudder steering mechanism is controlled.

2. steering hardware as claimed in claim 1, is characterized in that,

This steering hardware possesses the rudder angle detecting unit of the rudder angle for detecting described pilot wheel,

When described state determination unit do not judge to have become run readiness time, described recovery control unit controls described rudder steering mechanism in the mode making the rudder angle detected by described rudder angle detecting unit and become predetermined reference angle.

3. steering hardware as claimed in claim 1 or 2, is characterized in that,

This steering hardware possesses for detecting the lift-launch probe unit described industrial vehicle being equipped with chaufeur,

Described state determination unit is equipped with chaufeur for foundation to be detected by described lift-launch probe unit, and judging has become described operation readiness.

4. steering hardware as claimed in claim 1 or 2, is characterized in that,

This steering hardware possesses for detecting the operation probe unit whether this steering hardware or described industrial vehicle being carried out to specific operation,

Described state determination unit is specifically operating as foundation to be detected by described operation probe unit, and judging has become described operation readiness.

5. steering hardware as claimed in claim 4, is characterized in that,

Described operation probe unit can detect the mobility operation of carrying out for making described industrial vehicle travel,

Described state determination unit, to detect described mobility operation for foundation by described operation probe unit, judges to have become described operation readiness.

6. steering hardware as claimed in claim 1 or 2, is characterized in that,

This steering hardware possesses the operation acceptance unit accepting to control to start to operate, and this control starts to operate the operation be defined as controlling described rudder steering mechanism by described recovery control unit,

Described state determination unit starts to be operating as foundation to receive described control, judges not described operation readiness.

7. steering hardware as claimed in claim 1 or 2, is characterized in that,

When this steering hardware possesses the Bus-Speed Monitoring unit of the speed of a motor vehicle for detecting described industrial vehicle,

Described recovery control unit using by described Bus-Speed Monitoring unit inspection to the speed of a motor vehicle be less than predetermined speed and control described rudder steering mechanism as condition.

8. steering hardware as claimed in claim 1 or 2, is characterized in that,

Described recovery control unit starts to control described rudder steering mechanism as condition outside the predetermined permissible range centered by described reference angle by the rudder angle detected by described rudder angle detecting unit.

9. steering hardware as claimed in claim 1 or 2, is characterized in that,

This steering hardware has mode switch element, this mode switch element receives the instruction from outside, the pattern of this steering hardware is switched to the reforestation practices that performs the control of described rudder steering mechanism undertaken by described recovery control unit and do not perform in the non-recovery pattern of this control any one

Described recovery control unit switches to described reforestation practices for condition is to control described rudder steering mechanism with the pattern of this steering hardware.

10. steering hardware as claimed in claim 1 or 2, is characterized in that,

This steering hardware possesses the deflector operation detection unit operated for detecting the deflector undertaken by chaufeur,

In the control of described rudder steering mechanism, during by described deflector operation detection unit inspection to the operation of deflector, described recovery control unit stops it controlling.

11. steering hardwares as claimed in claim 10, is characterized in that,

The operational ton of the deflector that described deflector operation detection unit inspection is undertaken by chaufeur,

In the control of described rudder steering mechanism, by described deflector operation detection unit inspection to operational ton become more than predetermined operational ton time, described recovery control unit stops it controlling.

12. steering hardwares as claimed in claim 1 or 2, is characterized in that,

After starting to control described rudder steering mechanism, described recovery control unit proceeds to control, until the rudder angle detected by described rudder angle detecting unit goes out predetermined angular greatly than described reference angle, stops this control afterwards.

13. steering hardwares as claimed in claim 12, is characterized in that,

This steering hardware has control determining unit, and this control determining unit starts to control the controlling quantity after described rudder steering mechanism according to by described recovery control unit, determines the control rudder angle going out greatly predetermined angular than described reference angle,

Described recovery control unit continues to control described rudder steering mechanism, until the rudder angle detected by described rudder angle detecting unit reaches described control rudder angle.

14. 1 kinds of industrial vehicles, is characterized in that,

Carry the steering hardware according to any one of claim 1 to 13 and form.