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  • 专利说明
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    • 专利摘要:
    SYSTEM AND METHOD TO CONTROL THE REVERSION OF A WORKING VEHICLE This is a method to control the reversal of a working vehicle. The method may include receiving a signal indicating that the work vehicle pedal has been lowered, in which the work vehicle is initially traveling in a first upward direction on an inclined surface such that at least one transmission clutch is engaged . In addition, the method may include reducing pressure within at least one clutch after receiving the signal in order to decelerate the work vehicle in the first direction and engage a work vehicle parking brake as the work vehicle reverses the direction and travels in a second direction down the sloping surface.
    公开号:BR112015000627B1
    申请号:R112015000627-2
    申请日:2012-07-12
    公开日:2020-07-21
    发明作者:Garth Harvey Bulgrien；Peter J. Dix；Pawel Kuros
    申请人:Cnh Industrial America Llc.；
    IPC主号:
    专利说明:

    [0001] [001] This subject refers generally to work vehicles and, more particularly, to a system and method for controlling the recoil of a work vehicle. BACKGROUND OF THE INVENTION
    [0002] [002] Continuously variable transmissions (CVTs) using a hydrostatic power unit are well known. A variety of work machines use this type of transmission for industries such as agriculture, earthmoving, construction, forestry and mining. During operation, the fluid displacement of the hydrostatic power unit is varied to continuously change the output to input ratio of the transmission (i.e., the transmission ratio). This is accomplished by adjusting the angle of an oscillating plate of a variable displacement fluid pump or motor in the hydrostatic unit. An example of a CVT using a hydrostatic power unit is described in US Patent No. 7,063,638 to Weeramantry, which is incorporated herein by reference in its entirety for all purposes.
    [0003] [003] In order to control the speed of a work vehicle, it is known to have a CVT connected in a functional way to a clutch or “modulation” pedal. For example, an operator can be allowed to slow down or stop a work vehicle by simply relieving the modulation pedal. When the pedal is "depressed", the pressure within a clutch engaged in the transmission can be reduced, which results in slipping of the clutch and less torque being transferred through the transmission. However, although the modulation pedal provides an effective means of decelerating a work vehicle, its use can be problematic when the vehicle is operating on an inclined surface (for example, a mountain). In such cases, when the modulation pedal is 'depressed' and the working vehicle slows down, the vehicle can actually reverse directions and start moving downward on the inclined surface. In order to control such “recoil” of the vehicle, conventional control methods typically require that a circuit shift be performed as the vehicle reverses directions (that is, through the oscillation of the directional clutches within the transmission, such as through the clutch oscillation) directional clutch for reverse directional clutch). Unfortunately, these control methods make it difficult to control the motion of the vehicle by reversing directions. For example, the change in torque required to perform the circuit travel often results in a regular motion that can be felt by the operator.
    [0004] [004] Accordingly, an improved system and method for controlling recoil of a work vehicle would be welcome in technology. BRIEF DESCRIPTION OF THE INVENTION
    [0005] [005] The aspects and advantages of the invention will be presented in part in the following description or they can be obvious from the description or they can be learned through the practice of the invention.
    [0006] [006] In one aspect, the present subject is directed to a method for controlling the recoil of a work vehicle that has a transmission. The method may include receiving a signal that indicates that a work vehicle pedal has been '' depressed ', in which the work vehicle is initially moving in a first upward direction on an inclined surface such that at least one clutch transmission is engaged. In addition, the method may include reducing a pressure within the clutch after receiving the signal in order to decelerate the work vehicle in the first direction and engage a work vehicle parking brake as the work vehicle reverses direction and turns. it moves in a second direction down the inclined surface, where the work vehicle moves in the second direction without engaging an opposite directional clutch from the transmission.
    [0007] [007] In another aspect, the present subject is directed to a system to control the recoil of a work vehicle that operates on an inclined surface. The system can generally include a transmission that has at least one clutch and a parking brake. The transmission can be configured in such a way that the clutch is engaged as the working vehicle moves upwards on the inclined surface in a first direction. The system can also include a pedal configured to be released by an operator of the work vehicle. In addition, the system may include a controller communicatively coupled to the transmission and pedal. The controller can be configured to receive a signal indicating that the pedal has been '' depressed ', reduce pressure within the clutch after receiving the signal in order to slow the work vehicle in the first direction and engage the parking brake depending on the vehicle The working vehicle reverses the direction and moves in a second direction down the inclined surface, where the working vehicle moves in the second direction without engaging an opposite directional clutch from the transmission.
    [0008] [008] These and other features, aspects and advantages of the present invention will become better understood with reference to the following description and appended claims. The attached drawings, which are incorporated and constitute a part of this specification, illustrate modalities of the invention and, together with the description, serve to explain the principles of the invention. BRIEF DESCRIPTION OF THE DRAWINGS
    [0009] [009] A complete and viable disclosure of the present invention, which includes its best mode, directed to an element of common knowledge in the technique, is presented in the specification, which makes reference to the attached Figures, in which: Figure 1 illustrates a side view of an embodiment of a working vehicle; Figure 2 illustrates a schematic view of a continuously variable transmission modality suitable for use within the work vehicle shown in Figure 1; Figure 3 illustrates a graphical representation of a modality of the transmission ratio versus the hydrostatic power unit ratio for the transmission of Figure 2, which particularly illustrates the relationship of such reasons to the various forward and rear speed ranges of the transmission; Figure 4 illustrates a flow chart of an embodiment of a method for controlling recoil of a work vehicle; and Figure 5 illustrates a simplified flowchart of an embodiment of a method for controlling the pressure inside a work vehicle parking brake according to the method of Figure 4. DETAILED DESCRIPTION OF THE INVENTION
    [0010] [010] Reference will now be made in detail to the modalities of the invention, in which one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation of the invention, without limitation of the invention. Indeed, it will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the scope or spirit of the invention. For example, resources illustrated or described as part of one modality can be used with another modality to produce yet another modality. Accordingly, it is intended that the present invention will cover such modifications and variations as included in the scope of the appended claims and their equivalents.
    [0011] [011] In general, the present subject is directed to a system and method for controlling the recoil of a work vehicle. Specifically, the method revealed allows controlled recoil of the work vehicle on a sloping surface (for example, a mountain) without requiring that a circuit shift be performed (that is, without requiring the directional clutches to be oscillated). For example, in various embodiments, the pressure within a clutch engaged transmission (for example, a banded or directional clutch in the transmission) can be reduced when a work vehicle modulation pedal is '' depressed '', thereby causing the clutch to slide and the vehicle to decelerate as it moves upward on the inclined surface. As the vehicle reverses direction (that is, it begins to roll down the inclined surface) a work vehicle parking brake can be applied or otherwise engaged to control the work vehicle's recoil. This allows the torque transport function within the transmission to be transferred from the sliding clutch to the parking brake as the work vehicle begins to move backwards.
    [0012] [012] As will be described below, the parking brake can be used both to control the speed of the work vehicle as it moves backwards and to decelerate the work vehicle as the modulation pedal is released. In particular, as the work vehicle moves backwards while the modulation pedal is 'depressed', the pressure within the parking brake can be regulated to control the vehicle's speed. For example, the pressure inside the parking brake can be regulated as a function of the transmission ratio to ensure that the speed of the work vehicle is maintained at or below a predetermined speed limit (for example, about 1 kilometer per hour (KPH)). Similarly, when the modulation pedal is released, the pressure inside the parking brake can be regulated in a way that slows down the vehicle, thus allowing a smooth re-engagement of the steering system. For example, in modalities where a transmission range-selector clutch is initially slid by releasing the modulation pedal, the parking brake can be used to decelerate the work vehicle when the modulation pedal is subsequently released to allow the track selector clutch is re-engaged.
    [0013] [013] It should be noted that several advantages can be provided through the recoil control with the use of the parking brake as opposed to sliding a transmission clutch. For example, the parking brake may have the ability to dissipate more energy than the clutch, thus allowing the parking brake to control kickback at higher vehicle speeds without overheating. In addition, the parking brake can be used to control kickback without affecting certain operating characteristics of the working vehicle. For example, work vehicles may include an operational feature in which the currently engaged range-selector clutch is electrically disconnected when the modulation pedal is almost completely '' depressed '', thereby providing a means of disconnecting the direction in the event of a system failure. This is often achieved through the inclusion of an electrical switch in the pedal connection that is designed to cut off the power of the track selector clutch. Through the implementation of the revealed methods, the working vehicle's recoil can be carefully controlled even when the modulation pedal is 'depressed' below the point at which the power of the track selector clutch is cut. In addition, since the pressure within the lane selector clutch takes time to rise after its power is cut, the parking brake can, as indicated above, be used to slow the work vehicle as the modulation pedal is being released. to allow the range selector clutch to be re-engaged.
    [0014] [014] Referring now to the drawings, Figure 1 illustrates a side view of an embodiment of a working vehicle 10. As shown, working vehicle 10 is configured as an agricultural tractor. However, in other embodiments, the working vehicle 10 can be configured like any other suitable working vehicle known in the art, such as various other agricultural vehicles, earth moving vehicles, loaders and / or various other off-road vehicles.
    [0015] [015] As shown in Figure 1, the work vehicle 10 includes a pair of front wheels 12, a pair of rear wheels 14 and a chassis 16 coupled to and supported by wheels 12, 14. An operator cabin 18 can be supported by a portion of the chassis 16 and can accommodate multiple control or input devices 20 (for example, levers, pedals, control panels and / or the like) to allow an operator to control the operation of the work vehicle 10. For example, one of the Input devices 20 may comprise a modulation clutch or pedal 21 configured to allow the operator to move vehicle 10 over short distances as well as to slow or stop vehicle 10. Additionally, working vehicle 10 may include an engine 22 and a transmission 24 mounted on the chassis 16. The transmission 24 can be functionally coupled to the engine 22 and can provide varying gear ratios to transfer the engine power to the wheels 14 via an axle o / differential 26. Engine 22, transmission 24 and axle / differential 26 can collectively define a drive unit 28 of the work vehicle 10.
    [0016] [016] It should be noted that the configuration of the work vehicle 10 described above and shown in Figure 1 is provided only to place the present subject in an exemplary field of use. Thus, it should be noted that the present subject can be readily adaptable in any way to the configuration of the working vehicle 10. For example, in an alternative modality, a separate frame or chassis can be provided to which the engine 22, the transmission 24 and differential 26 are coupled, a common configuration on smaller tractors. Still other configurations can use an articulated chassis to drive the work vehicle 10 or use rails instead of wheels 12, 14. Additionally, although not shown, the work vehicle 10 can also be configured to be functionally coupled to any type suitable working implement, such as a trailer, spray pipe, manure tank, food shredder, plow and / or the like.
    [0017] [017] Referring now to Figure 2, a simplified and schematic diagram of a continuously variable transmission modality 24 suitable for use with the working vehicle 10 described above is illustrated according to the aspects of the present subject. As shown, transmission 24 can include a hydrostatic power unit 30 and a planetary power unit 32. The hydrostatic power unit 30 and planetary power unit 32 can be coupled to a steering system that includes a selector gear assembly of tracks 34 and also be coupled to a load L. For example, in one embodiment, the load L can correspond to the driving wheels of the working vehicle 10 (for example, the front and / or rear wheels 12, 14 of the working vehicle). work 10). Alternatively, the hydrostatic power unit 30 and the planetary power unit 32 can be coupled to any other suitable load L, such as loads that include a rail drive or an operating system separate from the work vehicle 10 (for example, a power take-off (PTO)).
    [0018] [018] The hydrostatic power unit 30 of the transmission 10 can generally include a fluid pump 36 coupled by fluid conduits 38 in a closed cycle to a fluid motor 40. Motor 40 can be coupled to motor 22 via a gear input N6. Specifically, as shown in Figure 2, the power can be transmitted to the hydrostatic power unit 30 by a driven gear N4 mounted on a front rod 42 of the transmission 10 and engaged with the input gear N6. In addition, an output gear N10 for hydrostatic power unit 30 can be connected to an annular gear NR of planetary power unit 32 via gears N11 and N12.
    [0019] [019] In general, pump 36 can comprise any suitable electronically controlled pump known in the art, such as an electronically controlled variable displacement hydraulic pump. As such, the operation of the pump 36 can be automatically controlled using an electronic controller 44 of the working machine 10. For example, as shown in Figure 2, controller 44 can be communicatively coupled to pump 36 via a communicative link. suitable 46 so that the angle of an oscillating plate of pump 36 (the oscillating plate of which is denoted by a diagonal arrow 48 through pump 36) can be adjusted through a range of positions, thereby adjusting the ratio transmission transmission 24.
    [0020] [020] It should be noted that controller 44 can generally comprise any suitable processor-based device known in the art. Thus, in various embodiments, controller 44 may include one or more processors and associated memory devices configured to perform a variety of computer-implemented functions. As used in the present invention, the term "processor" refers not only to integrated circuits referenced in the art as being included in a computer, but also refers to a controller, a microcontroller, a microcomputer, a programmable logic controller (PLC) , an application-specific integrated circuit, and other programmable circuits. In addition, the memory devices of the controller 44 may generally comprise memory elements including, but not limited to, computer readable medium (for example, random access memory (RAM)), computer readable non-volatile medium (for example, a flash memory), a floppy disk, a read-only memory on a compact disc (CD-ROM), a magneto-optical disc (MOD), a digital versatile disc (DVD) and / or other suitable memory elements. Such memory devices can be generically configured to store suitable computer-readable instructions that, when deployed by processors, configure controller 44 to perform various computer-implemented functions, such as methods 100, 200 described below in reference to Figures 4 and 5 In addition, controller 44 may also include several other suitable components, such as a communications module or circuit, one or more input / output channels, a data / control bus and / or the like.
    [0021] [021] Still referring to Figure 2, the planetary power unit 32 of transmission 24 can generally include a main solar gear NS1 mounted on a planetary input rod 50. As shown, planetary input rod 50 can be coupled to the motor 22 via a forward directional clutch 52 or a reverse directional clutch 54. In addition, the planetary power unit 32 can be configured to be selectively coupled to load L, coupled to hydrostatic power unit 30 and selectively coupled to engine 22, all under automatic control of controller 44. For example, to couple planetary power unit 32 to load L, transmission 24 may include an output rod 56 coupled to load L that carries an input gear N18 coupled to an output gear N17 on a band selector 1/2 rod 58 of the band selector gear set 34 and an N22 gear coupled to an N19 gear on a 3/4 selector rod tracks 60 of the track selector gear assembly 34. The track selector rod 1/2 can, in turn, be coupled to the planetary power unit 32 through the automatic operation of track selectors or clutches R1 and R2 for flow of power through gears N13 and N14, or N15 and N16, respectively. Similarly, the 3/4 range selector rod 60 can be coupled to the planetary power unit 32 through range selectors or clutches R3 and R4 for power flow through gears N13 and N20, or N15 and N21, respectively. The range selector rods 1/2 and 3/4 58, 60 can also be simultaneously coupled to the planetary power unit 32 to provide dual power flow. It should be noted that the operation of the various clutches (for example, the forward directional clutch 52, the reverse directional clutch 54 and the clutches R1, R2, R3 and R4) can be automatically controlled by controller 44 using suitable actuators 62 communicatively coupled to controller 44 via appropriate communicative links 46.
    [0022] [022] Controller 44 can also be communicatively coupled to an oscillating plate actuator 64 to automatically control the angle of the oscillating plate of the pump 36. For example, actuator 64 can be configured to move the oscillating plate by a range of angles in response to control signals received from controller 44. In addition, controller 44 can be coupled with numerous sensors to monitor the various operational parameters of transmission 24 including, but not limited to, pressure sensors 66 to capture pressure within conduits 38 that connect pump 36 to motor 40 and / or to capture hydraulic fluid pressure within the various clutches of transmission 24, speed sensors 68 to capture the speeds of the various transmission rods 24 and / or any other suitable sensors. Similarly, controller 44 can also be connected to motor 22 (for example, a motor speed manager 22) to receive motor speed data and other information from it.
    [0023] [023] Additionally, as shown in Figure 2, controller 44 can also be communicatively coupled to operator-controlled input devices 20 positioned inside cabin 18 via a suitable communicative link 46. For example, controller 44 can be coupled to modulation pedal 21 of the working vehicle 10. As such, controller 44 can be configured to receive a signal indicating the degree to which the modulation pedal 21 has been '' depressed '' by the operator, which can then allow controller 44 takes appropriate action in response to the amount of pedal relief. For example, as will be described below, in various embodiments, controller 44 can be configured to reduce the pressure within the currently engaged range selector clutch of transmission 24 (for example, range selector clutch R1) in response to the release of the pedal. modulation 21.
    [0024] [024] During operation, transmission 24 can be operated to have a combined mechanical and hydrostatic power flow through the reverse directional clutch hitch 54 to power planetary power unit 32 through gears N1, N3, N5 and N7, or engaging the front directional clutch 52 to power the planetary power unit 32 through gears N1, N8, and N2. Alternatively, transmission 44 can be operated to have a flow of pure hydrostatic power by disengaging both directional clutches 52, 54. Regardless, transmission 24 can provide a seamless transition between lanes to provide work / road configurations as desired . In particular, speed changes from zero to maximum speed within each transmission speed range 24 can be achieved smoothly and continuously by automatically changing the angle of the pump 36 oscillating plate through control signals transmitted from the controller 44. For each speed range, substantially the entire range of travel of the oscillating plate can be used. For example, as will be described below with reference to Figure 3, the oscillating plate may be at one end of its zero speed travel range within a specific speed range, it may be at the other end of its maximum speed travel range that speed range creaks and can be on a zero slope or neutral position within its displacement range to an intermediate speed of that same speed range.
    [0025] [025] Still referring to Figure 2, transmission 24 can also include a parking brake 70 positioned in a functional way on the load rod 56. In various modalities, parking brake 70 can be communicatively coupled to controller 44 (via an appropriate communicative link 46) for automatic control. For example, controller 44 can be configured to proportionally or gradually engage parking brake 70 as well as gradually release or disengage parking brake 70. In such embodiments, the pressure of the hydraulic fluid supplied to parking brake 70 can be controlled with the use of an automatic valve 72 (for example, a proportional pressure reducing valve) configured to be operated via control signals transmitted from controller 44. As is generally understood, the parking brake pressure can be inversely related to the parking brake torque. Thus, unlike the various clutches of the transmission 24, the parking brake 70 can be designed in such a way that it is engaged when the pressure within the brake 70 is reduced and disengaged when the pressure within the brake 70 is increased.
    [0026] [026] In addition, for operation when controller 44 is not powered or is not functioning properly, the parking brake 70 can also be configured to be engaged using a separate means. For example, the parking brake 70 can be applied by spring or can include any other suitable guiding means configured to orient the parking brake 70 to the engagement. Alternatively, the parking brake 70 may include a suitable mechanical means for engaging the brake 70 when the controller 44 is not powered or is not functioning properly. In addition, a means can be provided for storing pressurized hydraulic fluid in case the engine 22 malfunctions so that the parking brake 70 can remain released and / or can be applied and released several times if necessary to control the vehicle 10 until motor 22 can be restarted. In addition, other means (for example, a hand pump) can be provided to disengage the parking brake 70 if there is a failure and no pressurized hydraulic fluid is left inside the system.
    [0027] [027] It should be noted that the transmission configuration 24 shown in Figure 2 simply illustrates an example of a suitable transmission with which the revealed system and method can be used. Thus, an element of common knowledge in the art should note that the application of the present subject need not be limited to the particular transmission 24 shown in Figure 2, but, preferably, the present subject can be advantageously used with various types / configurations of transmissions . For example, in addition to a continuously variable transmission, the disclosed system and method can also be advantageously applied to control the recoil of a work vehicle including a gearshift transmission.
    [0028] [028] Referring now to Figure 3, a graphical representation of a modality of the relationship between the reciprocal transmission ratio (that is, the transmission output speed divided by the engine speed (or the transmission input speed)), denoted as TRR, and the hydrostatic power unit ratio (engine speed / pump speed), denoted as HRR, for transmission 24 is shown for the four selectable forward speed ranges and the four selectable reverse speed ranges for operation: namely, front speed range 1 or low (denoted as FR1); forward speed range 2 (denoted as FR2); front speed range 3 (FR3); front speed range 4 (FR4); inverse speed range 1 (RR1); reverse speed range 2 (RR2); inverse speed range 3 (RR3); and reverse speed range 4 (RR4). As is generally understood, HRR is directly related to the pivot plate angle of the pump 36. Accordingly, as the pivot plate is moved, the transmission ratio and, thus, the speed of the working vehicle 10, can be varied by a certain speed range.
    [0029] [029] As shown in Figure 3, it should be noted that for each of the speed ranges, the zero tilt position of the oscillating plate is between the maximum degrees of inclination in the opposite directions of movement of the oscillating plate. Thus, at the lowest HRR for the FR1 forward speed range, the oscillating plate can be at or close to the maximum inclination in the left direction (which is also the zero speed ratio for transmission to the forward direction). Similarly, for the biggest reason for the FR1 front track, the oscillating plate may be at or near its maximum inclination in the opposite direction (that is, in the right direction). In addition, as shown in Figure 3, to go from zero speed in the forward speed range FR1 to zero speed in the lowest speed range in the reverse direction (ie RR1 reverse speed range), the oscillating plate needs to move substantially across its range of motion, as revealed by the ROM distance. Thus, to perform a circuit travel from front to back, not only the forward and reverse directional clutches 52, 54 need to be oscillated within the transmission 24, but also the oscillating plate must be moved the ROM distance. It should be noted that, when the term "maximum" inclination is used in the present invention, some marginal amount of oscillating plate motion may still remain so that zero vehicle speed can be achieved under conditions such as, but not limited to, , leakage in the hydrostatic power unit 30, which can cause the motor 40 to rotate more slowly to a certain oscillating plate angle.
    [0030] [030] Referring now to Figure 4, a flow chart of an embodiment of a method 100 for controlling recoil of a working vehicle 10 is illustrated according to the aspects of the present subject. In general, method 100 can be used to provide sharp kickback control while a work vehicle 10 is moving upward on an inclined surface (for example, on a mountain or any other angled surface on which vehicle 10 can subject to the setback while the transmission 24 is engaged) without requiring a circuit shift to be performed. This enhanced control can, for example, allow the modulation pedal 21 of a working vehicle 10 to be '' depressed '' in order to temporarily reverse the direction of travel of the vehicle 10 on the inclined surface, thus allowing an operator to precisely position the working vehicle 10 on the inclined surface without oscillating the directional clutches or, otherwise, requiring the oscillating plate to be moved significantly.
    [0031] [031] It should be noted that, in the description of the method revealed 100, it will be considered that the working vehicle 10 is moving in a forward upward direction on an inclined surface. Thus, as used in the present invention, "recoil" generally refers to an operational state in which the working vehicle 10 has reversed the direction on the inclined surface (that is, the vehicle 10 is now moving in a reverse direction downward on the inclined surface). However, it should be noted that the revealed method 100 can also be applicable in cases where the working vehicle 10 is moving in a reverse direction upwards on an inclined surface. In such cases, "kickback" can occur when the work vehicle 10 reverses the direction and begins to move in a forward direction down the inclined surface.
    [0032] [032] Referring particularly to Figure 4, the controller 44 of the working vehicle 10 may initially receive an indication that the modulation pedal 21 has been 'depressed' (102). For example, as indicated above, controller 44 can be commutatively coupled to modulation pedal 21 and any of the other input devices 20 of the working vehicle 10. Thus, when the operator releases the modulation pedal 21, the controller 44 can be configured to receive a signal from a sensor (for example, a position sensor) or any other suitable source that indicates that pedal 21 has been '' depressed ''.
    [0033] [033] In addition to receiving an indication that the modulation pedal 21 has been 'depressed', controller 44 can also be configured to determine a pedal position of the modulation pedal 21 (104). In various embodiments, controller 44 can be configured to determine the pedal position based on signals received from a position sensor or other suitable sensor associated with the modulation pedal 21. For example, a characteristic of the signals received from the sensor (for example , voltage, current, frequency and / or the like) can be varied based on the amount of pedal relief, which can then be correlated to the pedal position.
    [0034] [034] As indicated above, when the modulation pedal 21 is ’’ ’’, the hydraulic pressure within a currently engaged clutch of transmission 24 can be reduced (106). For example, if work vehicle 10 is moving forward upward on a sloping surface at a low speed, controller 44 can be configured to reduce pressure within the front directional clutch 52 or range selector clutch R1 as per modulation pedal 21 is' 'depressed', thereby sliding the clutch and reducing the amount of torque transmitted through the transmission 24. As a result, the speed of the working vehicle 10 upwards on the inclined surface can be reduced.
    [0035] [035] In addition, to control the rate of deceleration of the vehicle, controller 44 can be configured to modulate the pressure inside the slip clutch. For example, in various modalities, the pressure inside the sliding clutch can be regulated based on the pedal position of the modulation pedal 21. Such pressure modulation can generally allow the operator to precisely control the vehicle deceleration rate 10 with use of the modulation pedal 21. It should be noted that, as an alternative to electronically regulating the clutch pressure, the clutch pressure can be regulated mechanically based on the pedal position. For example, in one embodiment, a direct coupling (for example, via a hydraulic cylinder) can be provided between the modulation pedal 21 and the clutch to allow the clutch pressure to be regulated based on the pedal position.
    [0036] [036] As the work vehicle 10 reverses direction and begins to move down the inclined surface while the modulation pedal 21 is 'depressed', controller 44 can be configured to apply or otherwise engage the parking brake 70 of transmission 24 to control the speed at which vehicle 10 moves backwards (108). It should be noted that, by indicating that the parking brake 70 is engaged as the working vehicle 10 reverses the direction, this means that the parking brake 70 can be engaged simultaneously with the vehicle 10 which reverses the direction or the parking brake. parking 70 can be engaged at some point after the vehicle reverses the direction. For example, in one embodiment, controller 44 can be configured to engage parking brake 70 when the speed of vehicle 10 in the reverse direction (that is, down the inclined surface) is equal to or exceeds a predetermined speed limit ( for example, 1 KPH).
    [0037] [037] Additionally, as the working vehicle 10 reverses the direction and begins to move downward on the inclined surface, controller 44 can also be configured to disengage the clutch that was initially slid when pedal 21 was' 'depressed' ( for example, the front directional clutch 52 or the band selector clutch R1) (110), thereby allowing the parking brake 70 to carry all the torque transmitted from the wheels of the working vehicle 10. It must be noted that, by indicating that the sliding clutch is completely disengaged as the working vehicle 10 reverses the direction, this means that the clutch can be disengaged simultaneously with the vehicle 10 which reverses the direction or the clutch can be disengaged in some time after vehicle 10 reverses direction. For example, controller 44 can be configured to disengage the slip clutch when the slip through the clutch exceeds a predetermined slip limit. This predetermined slip limit may, in one embodiment, be a relatively small value. For example, the predetermined slip limit can be selected for the purpose of corresponding to a slip amount in the clutch that represents about 1 KPH of vehicle speed.
    [0038] [038] Referring also to Figure 4, when transferring a torque transport function from transmission 24 from the sliding clutch to the parking brake 70 and vice versa, the pressure inside the parking brake 70 needs to be carefully regulated to allow precise control and desired operation of the working vehicle 10 (112). In particular, as indicated above, when controlling kickback, the parking brake 70 can be used for two purposes: (1) to control the vehicle's kickback speed when the modulation pedal is '' depressed '' and the torque is being carried mainly or entirely by parking brake 70; and (2) to decrease the vehicle's recoil speed when the modulation pedal is released in such a way that the clutch partially or completely disengaged (from box 106 in Figure 4) can be re-engaged to allow vehicle 10 to re-engage. move upward on the sloping surface.
    [0039] [039] In view of this dual purpose, the pressure within the parking brake 70 can, in various modalities, be regulated as the function of a parameter related to the speed of the working vehicle 10, such as the transmission output speed, TRR or ground speed, or the pedal position of the modulation pedal 21. For example, Figure 5 illustrates a simplified gram flow of one embodiment of a method for controlling the pressure within the parking brake 70 during kickback. As shown, controller 44 can be configured to determine both a potential parking brake pressure based on the pedal position of the modulation pedal 21 (202) and a potential parking brake pressure based on the speed-related parameter (204 ). The controller 44 can then determine which of these potential pressures to apply in order to properly control the recoil of the working vehicle 10. As shown in Figure 5, in one embodiment, the parking brake pressure commanded by the controller 44 can correspond to the pressure minimum calculated based on the pedal position and the speed-related parameter (206), thereby ensuring that the parking brake torque is sufficient to control the kickback. For example, if the modulation pedal 21 is completely released and all torque is being carried by the parking brake 70, the pressure inside the parking brake 70 can be generically regulated as a function of the speed-related parameter (for example, TRR ) to ensure that the parking brake torque is sufficient to control the vehicle's speed. However, if the modulation pedal 21 is being released, the pressure inside the parking brake 70 can be regulated as a function of the pedal position to ensure that the parking brake torque is sufficient to decelerate the vehicle 10, thereby allowing meanwhile, the sliding clutch is gently re-engaged. For example, the parking brake torque can be increased (for example, by decreasing the pressure) to decelerate vehicle 10's recoil to zero speed as the modulation pedal is being released. At the same time, the pressure inside the clutch can be increased to allow the torque-carrying function of the transmission 24 to be transferred back to the clutch. The clutch can then be re-engaged and the parking brake 70 disengaged to allow the work vehicle 10 to move upwards again on the inclined surface (box 114 of Figure 4).
    [0040] [040] Additionally, as shown in Figure 5, in one embodiment, controller 44 can be optionally configured to apply a rate limit to the parking brake pressure calculated as a function of the speed-related parameter (208). For example, the rate limit can be selected in order to prevent fluctuations in the commanded pressure due to rapid changes in ground speed or any other parameter related to the speed of the work vehicle 10.
    [0041] [041] When deploying the revealed method 100, it should be noted that if the parking brake 70 is unable to control the speed of the working vehicle 10 (for example, due to the fact that the vehicle 10 is accelerating down a mountain steep), the brake 70 can be disengaged to avoid damage to it. In such a case, any other suitable method known in the art can be used to control the speed of the vehicle 10, such as by applying service brakes on the working vehicle 10.
    [0042] [042] Additionally, as indicated above, it should be noted that the revealed method 100 can be used without oscillating the directional clutches or, otherwise, perform a circuit displacement. For example, when a work vehicle 10 is moving forward and upward on an inclined surface at a low speed, both the front directional clutch 52 and the band selector clutch R1 can be engaged. Through the implementation of method 100 of the present subject, the front directional clutch 52 can remain engaged while the track selector clutch R1 is slid (or vice versa) and the parking brake 70 can be applied to control the recoil of the vehicle 10. How such, when the operator releases the modulation pedal 21, the working vehicle 10 can reverse its direction again and move forward and upwards from the inclined surface by simply re-engaging the R1 range selector clutch (or the directional clutch) 52) and release the parking brake 70.
    [0043] [043] Furthermore, it should be noted that the present subject is also directed to a system for controlling the recoil of a work vehicle 10 that operates on an inclined surface. In several embodiments, the system can include a transmission 24 that has a directional clutch 52 (or 54), a range-selective clutch (for example, range-selective clutch R1) and a parking brake 70. Transmission 24 can be configured in such a way that the directional and track selector clutches are engaged as the working vehicle 10 moves upward on the inclined surface in a first direction (for example, the front direction). The system may also include a modulation pedal 21 configured to be released by an operator of the work vehicle 10. In addition, the system may include a controller 44 communicatively coupled to transmission 24 and modulation pedal 21. Controller 44 may be configured to receive a signal that indicates that clutch pedal 21 has been '' depressed '', reduce pressure within the directional clutch or the band selector clutch to decelerate the working vehicle 10 in the first direction and engage the parking brake 70 as required the working vehicle 10 reverses the direction and moves in a second direction down the inclined surface (for example, in a reverse direction). Such a system can generally allow controlled recoil of the working vehicle 10 without the need to engage the opposite directional clutch as the vehicle reverses the direction.
    [0044] [044] This written description uses examples to reveal the invention, including the best way, and also to allow any element skilled in the art to put the invention into practice, including the production and use of any devices or systems and the execution of any built-in methods. The patentable scope of the invention is defined by the claims and may include other examples that occur for those elements skilled in the art. Such other examples are intended to be included in the scope of the claims if they include structural elements that do not differ from the literal language of the claims or if they include equivalent structural elements with non-substantial differences from the literal languages of the claims.
    权利要求:
    Claims (13)
    [0001]
    Method (100) for controlling recoil of a working vehicle (10) when the working vehicle (10) is operating on an inclined surface, method (100) comprising: receive a signal indicating that a pedal (21) of the working vehicle (10) has been '' depressed '', the working vehicle (10) initially moving in a first direction (106) upwards on the inclined surface, such that at least one clutch of a work vehicle transmission (10) is engaged (102); reducing a pressure within at least one clutch after receiving the signal in order to decelerate the working vehicle (10) in the first direction (106); and engage a parking brake (70) on the working vehicle (10) as the working vehicle (10) reverses the direction and moves in a second direction down the inclined surface (108), said method (100) CHARACTERIZED by the fact that it additionally comprises: disengage at least one clutch as the working vehicle (10) reverses the direction, when sliding through the clutch exceeds a predetermined sliding limit (110).
    [0002]
    Method (100) according to claim 1, CHARACTERIZED by the fact that it additionally comprises determining a pedal position of the pedal (104).
    [0003]
    Method (100), according to claim 2, CHARACTERIZED by the fact that reducing a pressure within the at least one clutch comprises reducing the pressure within the at least one clutch as a function of the pedal position in order to control the deceleration of the working vehicle (10) in the first direction (106).
    [0004]
    Method (100), according to claim 1, CHARACTERIZED by the fact that the parking brake (70) of the working vehicle (10) is engaged as the working vehicle (10) reverses the direction and moves in a second direction downwards on the inclined surface it comprises regulating a pressure inside the parking brake (70) as the working vehicle (10) reverses the direction and moves in a second direction.
    [0005]
    Method (100), according to claim 4, CHARACTERIZED by the fact that regulating a pressure inside the parking brake (70) as the working vehicle (10) reverses the direction and moves in a second direction comprises regulating the pressure within the parking brake (70) as a function of a parameter related to the speed of the working vehicle (10).
    [0006]
    Method (100), according to claim 4, CHARACTERIZED by the fact that regulating a pressure inside the parking brake (70) as the working vehicle (10) reverses the direction and moves in a second direction comprises regulating the pressure within the parking brake (70) as a function of a pedal position of the pedal (21).
    [0007]
    Method (100), according to claim 4, CHARACTERIZED by the fact that regulating a pressure inside the parking brake (70) as the working vehicle (10) reverses the direction and moves in a second direction comprises regulating the pressure inside the parking brake (70) to control a travel speed of the working vehicle (10) in the second direction.
    [0008]
    Method (100), according to claim 4, CHARACTERIZED by the fact that regulating a pressure inside the parking brake (70) as the working vehicle (10) reverses the direction and moves in a second direction comprises regulating the pressure within the parking brake (70) to decrease the travel speed of the working vehicle (10) in the second direction as the pressure within the at least one clutch is increased.
    [0009]
    Method (100), according to claim 1, CHARACTERIZED by the fact that the parking brake (70) of the working vehicle (10) is engaged as the working vehicle (10) reverses the direction and moves in a second direction downwards on the sloping surface, it comprises engaging the parking brake (70) when a travel speed of the working vehicle (10) in the second direction exceeds a predetermined speed limit.
    [0010]
    System for controlling the recoil of a working vehicle (10) operating on an inclined surface, the system comprising: a transmission (24) including at least one clutch, the transmission (24) being configured in such a way that at least one clutch is engaged as the working vehicle (10) moves upwards on the inclined surface in a first direction; a pedal (21) configured to be "depressed" by an operator of the working vehicle (10); a parking brake (70) configured to control the travel speed of the working vehicle (10); and a controller (44) communicatively coupled to the transmission (24), the pedal (21) and the parking brake (70), the controller (44) being configured to: receive a signal indicating that the pedal (21) has been "depressed"; reducing a pressure within at least one clutch after the signal is received, in order to decelerate the working vehicle (10) in the first direction; and engage the parking brake (70) as the working vehicle (10) reverses the direction and moves in a second direction down the inclined surface, CHARACTERIZED by the fact that said controller (44) is additionally configured to disengaging at least one clutch as the working vehicle (10) reverses the direction when sliding through the clutch exceeds a predetermined sliding limit (110).
    [0011]
    System according to claim 10, CHARACTERIZED by the fact that the controller (44) is additionally configured to determine a pedal position of the pedal (21), and in which the controller (44) is configured to regulate the pressure inside the pedal at least one clutch as a function of the pedal position.
    [0012]
    System according to claim 10, CHARACTERIZED by the fact that the controller (44) is configured to regulate a pressure inside the parking brake (70) as the working vehicle (10) reverses the direction as a function of at least one of a transmission output speed (24) or a pedal pedal position (21).
    [0013]
    System according to claim 10, CHARACTERIZED by the fact that the controller (44) is configured to engage the parking brake (70) when the travel speed of the working vehicle (10) in the second direction exceeds a speed limit predetermined.
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    同族专利:
    公开号 | 公开日
    BR112015000627A2|2017-06-27|
    CN104684783A|2015-06-03|
    EP2872370A1|2015-05-20|
    US9555806B2|2017-01-31|
    CN104684783B|2017-08-25|
    WO2014011173A1|2014-01-16|
    US20150158492A1|2015-06-11|
    EP2872370B1|2020-04-29|
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-06-23| B09A| Decision: intention to grant|
    2020-07-21| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 12/07/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/US2012/046420|WO2014011173A1|2012-07-12|2012-07-12|System and method for controlling rollback of a work vehicle|
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