US20220228346A1

US20220228346A1 - Work vehicle dig preparation control system and method

Info

Publication number: US20220228346A1
Application number: US17/153,117
Authority: US
Inventors: Kyle K. McKinzie; Clayton G. Janasek; Jonathan Coulter
Original assignee: Deere and Co
Current assignee: Deere and Co
Priority date: 2021-01-20
Filing date: 2021-01-20
Publication date: 2022-07-21
Also published as: DE102021212635A1; BR102021021140A2; CN114855919A

Abstract

A control system is provided for a work vehicle having a powertrain and at least one implement configured to engage with a material during a dig operation. The control system includes a power source; a transmission configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle; and a controller. The controller has a processor and memory architecture configured to: receive at least one operational parameter of the work vehicle; evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.

Description

CROSS-REFERENCE TO RELATED APPLICATION(S)

Not applicable.

STATEMENT OF FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

FIELD OF THE DISCLOSURE

This disclosure generally relates a control system for a work vehicle, and more specifically to a power control system for a work vehicle configured to engage in a digging operation.

BACKGROUND OF THE DISCLOSURE

In the agriculture, construction and forestry industries, various work machines, such as loaders (e.g., a wheel loader), may be utilized in tasks associated with engaging, lifting, moving, and/or dumping various materials (e.g., dirt, sand, aggregate and so on). In certain examples, a loader may include implements such as a bucket pivotally coupled by one or more loader booms to the vehicle chassis and manipulated by hydraulic cylinders. The digging and/or lifting increases the load on the power system, potentially resulting in issues for the vehicle or operator.

SUMMARY OF THE DISCLOSURE

The disclosure provides a control system for a work vehicle.
In one aspect, a control system is provided for a work vehicle having a powertrain and at least one implement configured to engage with a material during a dig operation. The control system includes a power source including at least one of an engine and a motor configured to generate power; a transmission including at least one directional clutch and a plurality of control assembly clutches coupled together and configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle according to a plurality of modes; and a controller coupled to the power source and the transmission. The controller has a processor and memory architecture configured to: receive at least one operational parameter of the work vehicle; evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.
In a further aspect, a work vehicle is configured to engage with a material during a dig operation. The work vehicle includes a chassis; a powertrain supported by the chassis and including: a power source including at least one of an engine and a motor configured to generate power; and a transmission including at least one directional clutch and a plurality of control assembly clutches coupled together and configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle according to a plurality of modes; at least one implement supported by the chassis and configured to receive the power from the power source to engage with the material during the dig operation; and a controller coupled to the power source and the transmission. The controller has a processor and memory architecture configured to: receive at least one operational parameter of the work vehicle; evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.
The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features and advantages will become apparent from the description, the drawings, and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of an example work vehicle in the form of a loader that uses a dig preparation control system in accordance with an example embodiment of this disclosure;

FIG. 2 is a powertrain for implementing the dig preparation control system of the example loader of FIG. 1 in accordance with an example embodiment; and

FIG. 3 is a dataflow diagram of a controller of the dig preparation control system in accordance with an example embodiment.

Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

The following describes one or more example embodiments of the disclosed control system, powertrain, work vehicle, and/or method, as shown in the accompanying figures of the drawings described briefly above. Various modifications to the example embodiments may be contemplated by one of skill in the art.
In the agriculture, construction and forestry industries, various work machines, such as loaders (e.g., a wheel loader), may be utilized in tasks associated with engaging, lifting, moving, and/or dumping various materials (e.g., dirt, sand, aggregate and so on). In certain examples, a loader may include implements such as a bucket pivotally coupled by one or more loader booms to the vehicle chassis and manipulated by hydraulic cylinders. Generally, a loader may engage in a digging task or dig operation by appropriately positioning the boom and bucket; inserting the bucket into the pile of material; and collecting, removing, and transporting the material out of and away from the pile. A number of loader systems and components may be involved in the digging task, including the implements, hydraulic system, power sources (e.g., engine and motors), and transmission.
Typically, the loader includes a power control system implemented with a powertrain having an engine and one or more additional power sources, such as one or more motors, that individually and collectively provide power via a transmission to drive the vehicle and perform work functions, including manipulating the boom and bucket of the loader. In some examples, the power control system may implement one or more modes within the transmission in which power from one or both the engine and motor selectively provide the output torque. Such a transmission may be considered a hybrid transmission, an infinitely variable transmission (IVT), or an electrical infinitely variable transmission (eIVT); and such a powertrain may be considered a hybrid, IVT, or eIVT powertrain.
As introduced above, the loader may approach a pile of material preparing to engage in the dig operation, and in some situations, the loader may approach and enter the pile to load the bucket at a relatively high speed. In an eIVT-type loader, the relatively high speed and associated rapid deceleration at the material pile may result in potentially challenging situations for the loader. For example, the rapid deceleration may result in inertial loading within the transmission, which in turn may result in heavy loading of the engine. Unless addressed, heavy loading on the engine may result in “lugging” within the powertrain, thereby causing a degradation of machine performance and feel.
However, according to the present disclosure, the power control operation is configured to identify a situation in which the operator or loader is intending to engage in a dig operation and suitably prepare for the anticipated demands. As discussed in greater detail below, the power control operation may implement a dig preparation function to monitor dig condition parameters, and upon identification, generate one or more commands for the powertrain, including commands the engine and transmission to accommodate the anticipated increase in load.
In one example, the power control system considers directional data, external load data, ground speed data, and implement data with respect to evaluation of the dig preparation conditions. Upon meeting associated thresholds, such data may be indicative that dig preparations are warranted. When the power control system identifies a dig preparation condition, commands for the engine and transmission may be generated. Such commands may include engine emission commands, engine air and fuel commands, engine speed commands, clutch prime commands, and clutch modulation commands. The result of these commands is a powertrain that is better prepared for the demands of the digging task. In particular, the power control system may intelligently command a higher or enhanced engine and transmission performance. This operates to ensure that the machine performs as expected during digging without impacting vehicle performance to avoid slowing of overall work efficiency.
Referring now to FIG. 1, a work vehicle in the form of a loader 100 may include or otherwise implement a power control system 102 that executes a dig preparation function to ensure consistent and/or sufficient power during a dig operation. The view of FIG. 1 generally reflects the loader 100 preparing to engage a pile of material (e.g., dirt, sand, aggregate and so on). In one example, the power control system 102 may be considered to include or otherwise interact with a controller 104, a powertrain 106, one or more implement arrangements 108, and one or more sensors 110 supported on the chassis 112 of the loader 100. In FIG. 1, the loader 100 is provided as an example work vehicle or machine. It will be understood, however, that other configurations may be possible, including configurations with loader 100 as other machines for lifting and moving various materials in the agricultural, construction, and/or forestry industries.
Generally, the powertrain 106 includes one or more sources of power, such as an engine 114 (e.g., a diesel engine) and/or one or more continuously variable power sources (CVPs) 116 a, 116 b (e.g., one or more electrical and/or hydraulic motors). The powertrain 106 further includes a transmission 118 that transfers power from the power sources 114, 116 a, 116 b to a suitable driveline coupled to one or more driven wheels 120 to enable propulsion of the loader 100. The transmission 118 may also supply power to drive the implement arrangement 108. The transmission 118 may include various gears, shafts, clutches, and other power transfer elements that may be operated in a variety of ranges representing selected output speeds and/or torques.
As introduced above, the loader 100 further includes the implement arrangement 108 that performs one or more work tasks, including digging tasks. In one example, the implement arrangement 108 includes a boom 122 a and a bucket 124 a. As shown, the boom 122 a has a first end coupled to the chassis 112 and a distal end on which the bucket 124 a is mounted. Various linkages, cross-rods, mounts, pins, and the like may be provided. The bucket 124 a is generally configured to receive a load of material. The implement arrangement 108 further includes one or more actuators 126 a, 126 b that are configured to reposition the boom 122 a and/or bucket 124 a. In one example, the actuators 126 a, 126 b are hydraulic cylinders in which a first actuator (or set of actuators) 126 a extends between the chassis 112 and the boom 122 a to reposition the boom 122 a and a second actuator (or set of actuators) 126 b extends between the boom 122 a and the bucket 124 a to reposition the bucket 124 a relative to the boom 122 a. The implement arrangement 108 may further be considered to include or otherwise interact with a hydraulic system 128 that drives the actuators 126 a, 126 b based on commands from the controller 104. The hydraulic system 128 may include one or more pumps and accumulators (as well as various control valves and conduits) that may be driven by the power sources 114, 116 a, 116 b (directly or via the transmission 118) of the loader 100 to extend and retract the actuators 126 a, 126 b. As noted, in some embodiments, a different number or configuration of the implement arrangement 108 and hydraulic system 128 may be used. As such, the implement arrangement 108 is configured to vertically and/or horizontally position the bucket 124 a and boom 122 a via the actuators 126 a and hydraulic system 128 based on commands from the controller 104, e.g., in response to operator inputs or autonomously.
The boom 122 a and particularly the bucket 124 a are movable between various positions for different aspects of the overall task, e.g., for engaging, digging, leveling, rolling-back, and dumping. In one example, each of the boom 122 a and bucket 124 a may have angular positions considered relative to a respective horizontal axis (e.g., axis 122 b for the boom 122 a and axis 124 b for the bucket 124 a). If the axis 122 b, 124 b is considered a reference position of 50%, the boom 122 a and bucket 124 a may each be pivoted through higher and lower positions to reflect the positions relative to horizontal, e.g., from 0% at a lowest possible position to 100% at a highest possible position.
Generally, the controller 104 implements operation of the power control system 102, powertrain 106, and other aspects of the loader 100, including any of the functions described herein. The controller 104 may be configured as computing devices with associated processor devices and memory architectures, as hydraulic, electrical or electro-hydraulic controllers, or otherwise. As such, the controller 104 may be configured to execute various computational and control functionality with respect to the loader 100. The controller 104 may be in electronic, hydraulic, or other communication with various other systems or devices of the loader 100, including via a CAN bus (not shown). For example, the controller 104 may be in electronic or hydraulic communication with various actuators, sensors, and other devices and systems within (or outside of) the loader 100, some of which are discussed in greater detail below. An example location for the controller 104 is depicted in FIG. 1. It will be understood, however, that other locations are possible including other locations on the loader 100, or various remote locations.
In some embodiments, the controller 104 may be configured to receive input commands and to interface with an operator via a human-machine interface or operator interface (not shown), including typical steering, acceleration, velocity, transmission, and wheel braking controls, as well as other suitable controls. The human-machine interface may be configured in a variety of ways and may include one or more joysticks, various switches or levers, one or more buttons, a touchscreen interface that may be overlaid on a display, a keyboard, a speaker, a microphone associated with a speech recognition system, or various other human-machine interface devices. The controller 104 may also receive inputs from one or more sensors 110 associated with the various system and components of the loader 100, as discussed in greater detail below. As also discussed below, the controller 104 may implement the power control system 102 based on these inputs to generate suitable commands for the powertrain 106, particularly in response to dig conditions to generate dig preparation commands.
As noted above, the loader 100 may include one or more sensors (generally represented by sensor 110) in communication to provide various types of feedback and data with the controller 104 in order to implement the functions described herein. In certain applications, sensors 110 may be provided to observe various conditions associated with the loader 100. In one example, the sensors 110 may provide information associated with the power control system 102 to identify the conditions for a dig preparation function and generate the commands for the dig preparation function.
In one example, the sensors 110 include one or more load sensors configured to collect information associated with the vehicle loads, particularly draft loads. Draft load may correspond to the longitudinal forces that may develop through the powertrain 106, for example, due to gravitational forces in the presence of a grade. As examples, the load sensors may include any suitable type of sensors to determine the external loads, including strain gauge, hydraulic, pneumatic, and capacitive load cells and/or piezoelectric transducers. In some situations, a relatively high draft load may indicate that the loader 100 is moving up a relatively high incline, which is indicative that the loader 100 is not preparing to dig.
The sensors 110 may further include kinematic sensors that collect information associated with the position and/or movement of the loader 100. In particular, the sensors 110 may include one or more directional sensors (e.g., that indicate the current direction of the loader 100) and/or one or more ground speed sensors.
Additionally, the sensors 110 may include one or more sensors associated with the implement arrangement 108, particularly one or more boom position sensors and one or more bucket position sensors. As noted above, the boom 122 a and/or bucket 124 a may be considered to have coordinate systems, each with a respective axis 122 b, 124 b to provide a reference from which to measure the current angle or position of the boom 122 a and bucket 124 a relative to a horizontal (or 50%) position. As such, the position sensors (or other mechanisms for determining such information) may be configured to detect the position of the boom 122 a and bucket 124 a.
Additional sensors (or otherwise, sources or data) may provide or include sources of powertrain data, including data sufficient to determine the current or anticipated mode of the transmission 118, information associated with the positions of one or more transmission clutch elements, torque and/or speed information associated with the CVPs 116 a, 116 b, engine 114, and/or elements of the transmission 118.
As described in greater detail below, the power control system 102 operates to evaluate operational parameter to identify dig preparation conditions and in response generate commands that prepare the powertrain 106 of the loader 100 for the increased load of the digging task. The dig preparation function is particularly useful in a hybrid powertrain system (e.g., with CVP and engine power sources). An example transmission that conditions power from such sources is discussed in greater detail with reference to FIG. 2 prior to addition details about the power control system 102 implementing the dig preparation function with reference to FIG. 3
Referring now to FIG. 2, an example powertrain 106 is depicted as implementing aspects of the power control system 102. As shown and discussed in greater detail below, the power control system 102 may be considered to include powertrain 106 and the controller 104, which is in communication with the various components of the powertrain 106 and additionally receives information from various loader systems and/or sensors 110 (FIG. 1).
As noted above, the powertrain 106 may include one or more power sources 114, 116 a, 116 b. In particular, the powertrain 106 may include the engine 114, which may be an internal combustion engine of various known configurations; and further the powertrain 106 may also include the first CVP 116 a (e.g., an electrical or hydraulic motor) and the second CVP 116 b (e.g., an electrical or hydraulic motor), which may be connected together by a conduit 116 c (e.g., an electrical or hydraulic conduit). The powertrain 106 includes the transmission 118 that transfers power from the engine 114, first CVP 116 a, and/or second CVP 116 b to an output shaft 230. As described below, the transmission 118 includes a number of gearing, clutch, and control assemblies to suitably drive the output shaft 230 at different speeds in multiple directions. Generally, in one example, the transmission 118 of powertrain 106 for implementing the power control system 102 may be any type of infinitely variable transmission arrangement.
The engine 114 may provide rotational power via an engine output element, such as a flywheel, to an engine shaft 130 according to commands from the controller 104 based on the desired operation. The engine shaft 130 may be configured to provide rotational power to a gear 132. The gear 132 may be enmeshed with a gear 134, which may be supported on (e.g., fixed to) a shaft 136. The shaft 136 may be substantially parallel to and spaced apart from the engine shaft 130. The shaft 136 may support various components of the powertrain 106 as will be discussed in detail.
The gear 132 may also be enmeshed with a gear 138, which is supported on (e.g., fixed to) a shaft 140. The shaft 140 may be substantially parallel to and spaced apart from the engine shaft 130, and the shaft 140 may be connected to the first CVP 116 a. Accordingly, mechanical power from the engine (i.e., engine power) may transfer via the engine shaft 130, to the enmeshed gears 132, 138, to the shaft 140, and to the first CVP 116 a. The first CVP 116 a may convert this power to an alternate form (e.g., electrical or hydraulic power) for transmission over the conduit 116 c to the second CVP 116 b. This converted and transmitted power may then be re-converted by the second CVP 116 b for mechanical output along a shaft 142. Various known control devices (not shown) may be provided to regulate such conversion, transmission, re-conversion, and so on. Also, in some embodiments, the shaft 142 may support a gear 144 (or other similar component). The gear 144 may be enmeshed with and may transfer power to a gear 146. The gear 144 may also be enmeshed with and may transfer power to a gear 148. Accordingly, power from the second CVP 116 b (i.e., CVP power) may be divided between the gear 146 and the gear 148 for transmission to other components as will be discussed in more detail below.
The powertrain 106 may further include a variator 150 that represents one example of an arrangement that enables an infinitely variable power transmission between the engine 114 and CVPs 116 a, 116 b and the output shaft 230. As discussed below, this arrangement further enables the power control system 102 in which mechanical energy from the engine 114 may be used to boost the CVP power in a series mode. Other arrangements of the variator 150, engine 114, and CVPs 116 a, 116 b may be provided.
In some embodiments, the variator 150 may include at least two planetary gearsets. In some embodiments, the planetary gearset may be interconnected and supported on a common shaft, such as the shaft 136, and the planetary gearsets 152, 160 may be substantially concentric. In other embodiments, the different planetary gearsets 152,160 may be supported on separate, respective shafts that are nonconcentric. The arrangement of the planetary gearsets may be configured according to the available space within the loader 100 for packaging the powertrain 106.
As shown in the embodiment of FIG. 2, the variator 150 may include a first planetary gearset (i.e., a “low” planetary gearset) 152 with a first sun gear 154, first planet gears and associated carrier 156, and a first ring gear 158. Moreover, the variator 150 may include a second planetary gearset (i.e., a “high” planetary gearset) 160 with a second sun gear 162, second planet gears and associated carrier 164, and a second ring gear 166. The second planet gears and carrier 164 may be directly attached to the first ring gear 158. Also, the second planet gears and carrier 164 may be directly attached to a shaft 168 having a gear 170 fixed thereon. Moreover, the second ring gear 166 may be directly attached to a gear 172. As shown, the shaft 168, the gear 170, and the gear 172 may each receive and may be substantially concentric to the shaft 136. Although not specifically shown, it will be appreciated that the powertrain 106 may include various bearings for supporting these components concentrically. Specifically, the shaft 168 may be rotationally attached via a bearing to the shaft 136, and the gear 172 may be rotationally attached via another bearing on the shaft 168.
On the opposite side of the variator 150 (from left to right in FIG. 2), the gear 148 may be mounted (e.g., fixed) on a shaft 174, which also supports the first and second sun gears 154, 162. In some embodiments, the shaft 174 may be hollow and may receive the shaft 136. A bearing (not shown) may rotationally support the shaft 174 on the shaft 136 substantially concentrically.
Furthermore, the first planet gears and associated carrier 156 may be attached to a gear 176. The gear 176 may be enmeshed with a gear 178, which is fixed to a shaft 180. The shaft 180 may be substantially parallel to and spaced apart from the shaft 136.
As noted above, the powertrain 106 may be configured for delivering power (from the engine 114, the first CVP 116 a, and/or the second CVP 116 b) to the output shaft 230 or other output component via the transmission 118. The output shaft 230 may be configured to transmit this received power to wheels of the loader 100, to a power take-off (PTO) shaft, to a range box, to an implement, or other component of the loader 100.
The powertrain 106 may have a plurality of selectable modes, such as direct drive modes, split path modes, and series modes. In a direct drive mode, power from the engine 114 may be transmitted to the output shaft 230, and power from the second CVP 116 b may be prevented from transferring to the output shaft 230. In a split path mode, power from the engine 114 and the second CVP 116 b may be summed by the variator 150, and the summed or combined power may be delivered to the output shaft 230. Moreover, in a series mode, power from the second CVP 116 b may be transmitted to the output shaft 230 and power from the engine 114 may be generally prevented from transferring to the output shaft 230. The powertrain 106 may also have different speed modes in one more of the direct drive, split path, and series modes, and these different speed modes may provide different angular speed ranges for the output shaft 230. The powertrain 106 may switch between the plurality of modes to maintain suitable operating efficiency. Furthermore, the powertrain 106 may have one or more forward modes for moving the loader 100 in a forward direction and one or more reverse modes for moving the loader 100 in a reverse direction.
The powertrain 106 may implement one or more aspects of the dig preparation function, as well as different modes and speeds, for example, using a control assembly 182. The control assembly 182 may include one or more selectable transmission components. The selectable transmission components may have first positions or states (engaged positions or states), in which the respective device transmits effectively all power from an input component to an output component. The selectable transmission components may also have a second position or states (disengaged positions or states), in which the device prevents power transmission from the input to the output component. The selectable transmission components may have third positions or states (partially engaged or modulated positions or states), in which the respective device transmits only a portion of the power from an input component to an output component. Unless otherwise noted, the term “engaged” refers to the first position or state in which effectively all of the power is transferred, whereas “partially engaged” or “modulated” specifically refers to only the partial transfer of power. The selectable transmission components of the control assembly 182 may include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. The control assembly 182 may also include an actuator for actuating the selectable transmission components between the first, second, and third positions.
As shown in FIG. 2, the control assembly 182 may include a first clutch 184, a second clutch 186, a third clutch 188, a fourth clutch 190, and a fifth clutch 192. Also, the control assembly 182 may include a forward directional clutch 194 and a reverse directional clutch 196. As noted above, one or more of the sensors 110 (FIG. 1) may be associated with the directional clutches 194, 196 to provide feedback and/or status information to the controller 104 for implementing the dig preparation function.
In one example, the first clutch 184 may be mounted and supported on a shaft 198. Also, the first clutch 184, in an engaged position, may engage the gear 146 with the shaft 198 for rotation as a unit. The first clutch 184, in a disengaged position, may allow the gear 146 to rotate relative to the shaft 198. Also, a gear 200 may be fixed to the shaft 198, and the gear 200 may be enmeshed with the gear 170 that is fixed to the shaft 168. The reverse directional clutch 196 may be supported on the shaft 198 (i.e., commonly supported on the shaft 198 with the first clutch 184). The reverse directional clutch 196 may engage and, alternatively, disengage the gear 200 and a gear 202. The gear 202 may be enmeshed with an idler gear 204, and the idler gear 204 may be enmeshed with a gear 206. The forward directional clutch 194 may be supported on gear 206, which is in turn supported on the shaft 136, to selectively engage shaft 168. Thus, the forward directional clutch 194 may be concentric with both the shaft 168 and the shaft 136. The second clutch 186 may be supported on the shaft 180. The second clutch 186 may engage and, alternatively, disengage the shaft 180 and a gear 208. The gear 208 may be enmeshed with a gear 210. The gear 210 may be fixed to and mounted on a countershaft 212. The countershaft 212 may also support a gear 214. The gear 214 may be enmeshed with a gear 216, which is fixed to the output shaft 230.
The third clutch 188 may be supported on a shaft 218. The shaft 218 may be substantially parallel and spaced at a distance from the shaft 180. Also, a gear 220 may be fixed to and supported by the shaft 218. The gear 220 may be enmeshed with the gear 172 as shown. The third clutch 188 may engage and, alternatively, disengage the gear 220 and a gear 222. The gear 222 may be enmeshed with the gear 210. The fourth clutch 190 may be supported on the shaft 180 (in common with the second clutch 186). The fourth clutch 190 may engage and, alternatively, disengage the shaft 180 and a gear 224. The gear 224 may be enmeshed with a gear 226, which is mounted on and fixed to the countershaft 212. Additionally, the fifth clutch 192 may be supported on the shaft 218 (in common with and concentric with the third clutch 188). The fifth clutch 192 may engage and, alternatively, disengage the shaft 218 and a gear 228. The gear 228 may be enmeshed with the gear 226.
The different transmission modes of the powertrain 106 will now be discussed. Like the embodiments discussed above, the powertrain 106 may have at least one at least one split-path mode in which power from the engine 114 and one or more of the CVPs 116 a, 116 b are combined. Also, in some embodiments, the powertrain 106 may additionally have a direct drive mode and/or and at least one generally CVP-only mode (i.e., series mode).
In some embodiments, engaging the first clutch 184 and the second clutch 186 may place the powertrain 106 in a first forward mode. Generally, this mode may be a CVP-only mode (i.e., series mode). In this mode, mechanical power from the engine 114 may flow via the shaft 130, the gear 132, the gear 138, and the shaft 140 to the first CVP 116 a. The first CVP 116 a may convert this input mechanical power to electrical or hydraulic power and supply the converted power to the second CVP 116 b. Also, power from the engine 114 that flows via the shaft 130, the gear 132, and the gear 134 to the shaft 136 is nominally prevented from being input into the variator 150. Moreover, mechanical power from the second CVP 116 b may rotate the shaft 142 and the attached gear 144. This CVP power may rotate the gear 148 for rotating the first sun gear 154. The CVP power may also rotate the gear 146, which may transfer across the first clutch 184 to the shaft 198, to the gear 200, to the gear 170, to the shaft 168, to the second planet gears and associated carrier 164, to the first ring gear 158. In other words, in this mode, power from the second CVP 116 b may drivingly rotate two components of the variator 150 (the first sun gear 154 and the first ring gear 158), and the power may be summed and re-combined at the first planet gears and associated carrier 156. The re-combined power may transfer via the gear 176 and the gear 178 to the shaft 180. Power at the shaft 180 may be transferred across the second clutch 186 to the gear 208, to the gear 210, along the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230. In some embodiments, the series mode may provide the output shaft 230 with relatively high torque at low angular speed output. Thus, this mode may be referred to as a creeper mode in some embodiments. Furthermore, as will become evident, the first clutch 184 may be used only in this mode; therefore, the first clutch 184 may be referred to as a “creeper clutch”. In other words, the second CVP 116 b rotates the first sun gear 154 and the first ring gear 158, and the CVP power recombines at the first planet gears and carrier 156 as a result.
In some embodiments, engaging the forward directional clutch 194 and the second clutch 186 may place the powertrain 106 in a first forward directional mode. This mode may be a split-path mode in which the variator 150 sums power from the second CVP 116 b and the engine 114 and outputs the combined power to the output shaft 230. Specifically, power from the second CVP 116 b is transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the first sun gear 154. Also, power from the engine 114 is transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, through the forward directional clutch 194, to the shaft 168, to the second planet gears and associated carrier 164 to the first ring gear 158. Combined power from the second CVP 116 b and the engine 114 is summed at the first planet gears and the associated carrier 156 and is transmitted via the gear 176 and the gear 178 to the shaft 180. Power at the shaft 180 may be transferred across the second clutch 186 to the gear 208, to the gear 210, along the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
Additionally, in some embodiments, engaging the forward directional clutch 194 and the third clutch 188 may place the powertrain 106 in a second forward directional mode as a further split-path mode. Specifically, power from the second CVP 116 b may be transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the second sun gear 162. Also, power from the engine 114 is transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, through the forward directional clutch 194, to the shaft 168, to the second planet gears and associated carrier 164. Combined power from the second CVP 116 b and the engine 114 may be summed at the second ring gear 166, and may be transmitted to the gear 172, to the gear 220, through the third clutch 188, to the gear 222, to the gear 210, to the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
In addition, in some embodiments, engaging the forward directional clutch 194 and the fourth clutch 190 may place the powertrain 106 in a third forward directional mode as a further split-path mode. Specifically, power from the second CVP 116 b is transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the first sun gear 154. Also, power from the engine 114 is transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, through the forward directional clutch 194, to the shaft 168, to the second planet gears and associated carrier 164, to the first ring gear 158. Combined power from the second CVP 116 b and the engine 114 is summed at the first planet gears and the associated carrier 156 and is transmitted via the gear 176 and the gear 178 to the shaft 180. Power at the shaft 180 may be transferred across the fourth clutch 190 to the gear 210, to the gear 226, along the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
Moreover, in some embodiments, engaging the forward directional clutch 194 and the fifth clutch 192 may place the powertrain 106 in a fourth forward directional mode as a further split-path mode. Specifically, power from the second CVP 116 b may be transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the second sun gear 162. Also, power from the engine 114 is transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, through the forward directional clutch 194, to the shaft 168, to the second planet gears and associated carrier 164. Combined power from the second CVP 116 b and the engine 114 may be summed at the second ring gear 166, and may be transmitted to the gear 172, to the gear 220, through the fifth clutch 192, to the gear 228, to the gear 226, to the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
The powertrain 106 may also have one or more reverse modes for driving the loader 100 in the opposite (reverse) direction from those modes discussed above. In some embodiments, the powertrain 106 may provide a reverse series mode, which corresponds to the forward series mode discussed above in which the first clutch 184 and the second clutch 186 may be engaged such that the second CVP 116 b drives the shaft 142 and the other downstream components in the opposite direction from that described above to move the loader 100 in reverse.
Moreover, the powertrain 106 may have a plurality of split-path reverse directional modes. In some embodiments, the powertrain 106 may provide reverse directional modes that correspond to the forward directional modes discussed above; however, the reverse directional clutch 196 may be engaged instead of the forward directional clutch 194 to achieve the reverse modes.
Accordingly, the powertrain 106 may provide a first reverse directional mode by engaging the reverse directional clutch 196 and the second clutch 186. As such, power from the second CVP 116 b may be transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the first sun gear 154. Also, power from the engine 114 may be transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, to the idler gear 204, to the gear 202, through the reverse directional clutch 196, to the gear 200 to the gear 170, to the shaft 168, to the second planet gears and associated carrier 164 to the first ring gear 158. Combined power from the second CVP 116 b and the engine 114 may be summed at the first planet gears and the associated carrier 156 and may be transmitted via the gear 176 and the gear 178 to the shaft 180. Power at the shaft 180 may be transferred across the second clutch 186 to the gear 208, to the gear 210, along the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
The powertrain 106 may also provide a second reverse directional mode by engaging the reverse directional clutch 196 and the third clutch 188. As such, power from the second CVP 116 b may be transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the second sun gear 162. Also, power from the engine 114 may be transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, to the idler gear 204, to the gear 202, through the reverse directional clutch 196, to the gear 200, to the gear 170, to the shaft 168, to the second planet gears and associated carrier 164. Combined power from the second CVP 116 b and the engine 114 may be summed at the second ring gear 166, and may be transmitted to the gear 172, to the gear 220, through the third clutch 188, to the gear 222, to the gear 210, to the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
In addition, in some embodiments, engaging the reverse directional clutch 196 and the fourth clutch 190 may place the powertrain 106 in a third reverse directional mode. Specifically, power from the second CVP 116B may be transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the first sun gear 154. Also, power from the engine 114 may be transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, to the idler gear 204, to the gear 202, through the reverse directional clutch 196, to the gear 200, to the gear 170 to the shaft 168, to the second planet gears and associated carrier 164, to the first ring gear 158. Combined power from the second CVP 116 b and the engine 114 may be summed at the first planet gears and the associated carrier 156 and may be transmitted via the gear 176 and the gear 178 to the shaft 180. Power at the shaft 180 may be transferred across the fourth clutch 190 to the gear 210, to the gear 226, along the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
Moreover, in some embodiments, engaging the reverse directional clutch 196 and the fifth clutch 192 may place the powertrain 106 in a fourth reverse directional mode. Specifically, power from the second CVP 116 b may be transmitted from the shaft 142, to the gear 144, to the gear 148, to the shaft 174, to drive the second sun gear 162. Also, power from the engine 114 may be transmitted to the shaft 130, to the gear 132, to the gear 134, to the shaft 136, to the gear 206, to the idler gear 204, to the gear 202, through the reverse directional clutch 196, to the gear 200, to the gear 170, to the shaft 168, to the second planet gears and associated carrier 164. Combined power from the second CVP 116 b and the engine 114 may be summed at the second ring gear 166, and may be transmitted to the gear 172, to the gear 220, through the fifth clutch 192, to the gear 228, to the gear 226, to the countershaft 212, to the gear 214, to the gear 216, and ultimately to the output shaft 230.
Furthermore, the powertrain 106 may provide one or more direct drive modes, in which power from the engine 114 is transferred to the output shaft 230 and power from the second CVP 116 b is prevented from transferring to the output shaft 230. Specifically, engaging the second clutch 186, the third clutch 188, and the forward directional clutch 194 may provide a first forward direct drive mode. As such, power from the engine 114 may transfer from the shaft 130, to the gear 132, to the shaft 136, to the gear 206, through the forward directional clutch 194, to the second planet gears and carrier 164, and to the first ring gear 158. Moreover, with the second and third clutches 186, 188 engaged, the second ring gear 166 and the first planet gears and carrier 156 lock in a fixed ratio to the countershaft 212 and, thus, the output shaft 230. This effectively constrains the ratio of each side of the variator 150 and locks the engine speed directly to the ground speed of the loader 100 by a ratio determined by the tooth counts of the engaged gear train. In this scenario, the speed of the sun gears 154, 162 is fixed and the sun gears 154, 162 carry torque between the two sides of the variator 150. Furthermore, the first CVP 116 a and the second CVP 116 b may be unpowered.
Similarly, engaging the fourth clutch 190, the fifth clutch 192, and the forward directional clutch 194 may provide a second forward direct drive mode. Furthermore, engaging the second clutch 186, the third clutch 188, and the reverse directional clutch 196 may provide a first reverse direct drive mode. Also, engaging the fourth clutch 190, the fifth clutch 192, and the reverse directional clutch 196 may provide a second reverse direct drive mode.
As introduced above, the controller 104 is coupled to control various aspects of the power control system 102, including the engine 114 and transmission 118 to implement the dig preparation function. With respect to the transmission 118 of FIG. 2 and as discussed in greater detail below, the controller 104 may operate according to the dig preparation function to prefill the clutches 184, 184, 188, 190, 192, 194, 196 for downshifting and set actuation thresholds for the directional clutches (particularly, the forward directional clutch 194) to enable slip within the transmission 118. The prefilling of the clutches 184, 184, 188, 190, 192, 194, 196 may include advancing priming thresholds for the clutches 184, 184, 188, 190, 192, 194, 196 to increase the responsiveness upon the shift commands. One such mechanism for implementing this command is described in U.S. Pat. No. 10,655,686, which is incorporated herein by reference. A more detailed description of the dig preparation function is provided below with reference to FIG. 3.
Referring now also to FIG. 3, a dataflow diagram illustrates an embodiment of the power control system 102 implemented by the sensors 110, controller 104, engine 114, and transmission 118 to execute the dig preparation function by identifying one or more conditions suitable for the function and, upon identification, generate appropriate commands for implementation. Generally, the controller 104 may be considered a vehicle controller, a dedicated controller, or a combination of engine and/or transmission controllers. With respect to the power control system 102 of FIG. 3, the controller 104 may be organized as one or more functional units or modules 240, 242 (e.g., software, hardware, or combinations thereof). As can be appreciated, the modules 240, 242 shown in FIG. 3 may be combined and/or further partitioned to carry out similar functions to those described herein. As an example, each of the modules 240, 242 may be implemented with processing architecture such as a processor 244 and memory 246, as well as suitable communication interfaces. For example, the controller 104 may implement the modules 240, 242 with the processor 244 based on programs or instructions stored in memory 246. In some examples, the consideration and implementation of the dig preparation function by the controller 104 are continuous, e.g., constantly active. In other examples, the activation of the dig preparation function may be selective, e.g., enabled or disabled based on input from the operator or other considerations. In any event, the dig preparation function may be enabled and implemented by the power control system 102, as described below.
Generally, the controller 104, particularly a dig conditions module 240, may receive input data in a number of forms and/or from a number of sources. In FIG. 3, the controller 104 is depicted as receiving input data from sensors 110, although such input data may also come in from other systems or controllers, either internal or external to the loader 100. Generally, the input data considered by the dig conditions module 240 represents any data sufficient to evaluate the conditions that are potentially indicative that the operator is preparing to engage in a dig operation, and thus, that the conditions are suitable for execution of a dig preparation function.
As shown, the dig conditions module 240 receives input data from sensors 110 associated with the kinematic or operational condition of the loader 100. In particular, the dig conditions module 240 receives input data representing the current direction (e.g., the actual propulsion direction) and the commanded direction (e.g., the commanded propulsion direction). Typically, the dig conditions module 240 considers a forward current direction and/or a forward commanded direction to be indicative that the loader 100 may be preparing for a dig operation.
The dig conditions module 240 may further receive input data from sensors 110 (or other data sources) associated with the load condition of the loader 100. In particular, the dig conditions module 240 receives input data representing the current draft load being imposed upon the loader 100. Typically, the dig conditions module 240 considers a draft load determination of greater than a predetermined threshold (e.g., a “heavy draft load”) to be indicative that the operator may be preparing for a dig operation. As noted above, the draft load corresponds to the longitudinal forces that may develop through the powertrain 106, for example, due to gravitational forces in the presence of a grade. The relatively high draft load may indicate that the loader 100 is moving up a relatively high incline, which is not indicative of preparing to dig. The load threshold may be set or derived based on empirical data and/or operator experience.
The dig conditions module 240 may further receive input data from sensors 110 (or other data sources) associated with the vehicle speed of the loader 100. Typically, the dig conditions module 240 considers a vehicle speed of less than a predetermined threshold (e.g., a relatively low vehicle speed) to be indicative that the operator may be preparing for a dig operation. In one example, the predetermined threshold may be approximately 12 kph (kilometers per hour). The speed threshold may be set or derived based on empirical data and/or operator experience.
The dig conditions module 240 may further receive input data from sensors 110 (or other data sources) associated with the boom 122 a of the loader 100. In particular, the dig conditions module 240 receives input data representing the boom position and/or status. Typically, the dig conditions module 240 considers a boom position of less than a predetermined threshold (e.g., a relatively low boom position) to be indicative that the operator may be preparing for a dig operation. In some examples, the boom position may be considered in combination with the status or current command for the boom 122 a. In particular, the boom position threshold for a boom 122 a that is being lowered may be higher than if the boom 122 a is static (or moving upwards). In other words, a boom 122 a that is being lowered may be more indicative of dig preparation than a static boom 122 a that already has a lower boom position. In one example, the boom position threshold for a static boom may be approximately 20% and the boom position threshold for a downwardly moving boom may be approximately 40%. The boom position threshold may be set or derived based on empirical data and/or operator experience.
The dig conditions module 240 may further receive input data from sensors 110 (or other data source) associated with the bucket 124 a of the loader 100. In particular, the dig conditions module 240 receives input data representing the bucket position. Typically, the dig conditions module 240 considers a bucket position less than a predetermined threshold (e.g., a relatively low bucket position) to be indicative that the operator may be preparing for a dig operation. In one example, the bucket position threshold may be approximately 80%. The bucket position threshold may be set or derived based on empirical data and/or operator experience.
In some examples, the dig conditions module 240 evaluates the various types of input data in combination with one another in order to identify a dig preparation condition. In particular, the dig conditions module 240 may consider two or more of various types of input data discussed above to identify the dig preparation condition. In one example, the dig preparation module 242 may require the following parameter values and/or statuses of input data to identify the dig preparation condition: [actual direction=forward] and [commanded direction=forward] and [external (or draft) load<a predetermined load threshold] and [ground speed<a predetermined speed threshold] and [[if static or moving upward, boom position<a first predetermined boom position threshold] or [if moving downward, boom position<a second predetermined boom position threshold]] and [bucket position<a predetermined bucket threshold]. Any single or combination of parameters may be used to trigger or flag the dig preparation commands of the dig preparation function.
In some examples, the dig conditions module 240 may record or store the input data for subsequent evaluation, particularly in view of later tasks of the loader 100. In particular, the dig conditions module 240 may consider instances when the loader 100 engaged in a dig function and identify the parameters or conditions prior to the loader 100, thereby providing data that may be evaluated to determine those parameters or conditions indicative during the periods prior to digging. In other words, the dig preparation module 242 may use machine learning to more appropriately identify the types or thresholds of input data that suggest a digging task is imminent.
Upon identifying a dig preparation condition, the dig conditions module 240 generates a dig preparation command for the dig preparation module 242. In response, the dig preparation module 242 generates commands for one or more systems and/or components of the loader 100, particularly the engine 114 and the transmission 118. Generally, the commands generated by the dig preparation module 242 enable the loader 100 to be more prepared for digging, e.g., to enable a quicker or more appropriate response to the increased load of the digging task. In effect, such commands may be generated and/or executed prior to actually digging into the material and/or prior to the associated increase in load.
The dig preparation module 242 may generate a number of commands associated with the engine 114, particularly to prepare the loader 100 for the higher transient loads involved with the digging task. In one example, the dig preparation module 242 may generate engine emissions commands, e.g., in order to modify the EGR (exhaust gas recirculation) thresholds or parameters to prepare for increased engine activities. In a further example, the dig preparation module 242 may generate engine air and/or fuel commands, e.g., in order to modify the amount of air and/or the amount of fuel to the engine 114. Such increases in air and/or fuel may prepare the engine 114 and overall powertrain 106 for the higher transient loads. Further, the dig preparation module 242 may generate increased (or at least a minimum) engine speed to prepare the engine 114 for higher transient loading, e.g., to ensure that the loader 100 does not attempt to dig when the engine 114 is otherwise operating at an idle speed that is insufficient for the increased load.
The dig preparation module 242 may generate a number of commands associated with the transmission 118, particularly to prepare the loader 100 for the higher transient loads involved with the digging task. In one example, the dig preparation module 242 may generate clutch prime commands. In one example, the clutch prime commands operate to advance the clutch priming thresholds to prefill (or prepare to prefill) the downshift clutches (e.g., clutches 184, 184, 188, 190, 192, 194, 196 of FIG. 2). In effect, the clutch prime commands enable quicker downshifting and an otherwise faster response to the anticipated clutch downshifting that may be required during the digging operation. In a further example, the dig preparation module 242 may generate clutch modulation commands. In one example, the clutch modulation commands provide modified thresholds to allow a quicker clutch response during the dig operation, particularly by enabling the forward directional clutch 194 to slip to minimize engine lugging from inertia loading during the digging operation. In effect, the modulation of the forward directional clutch 194 facilitates slip with less than full engagement (e.g., less than 100% engagement). The amount of clutch modulation may be predetermined or based on one or more input conditions.
Upon generation and execution of the dig preparation commands, the controller 104 may continue monitoring the input data and, if the parameters change such that the condition is no longer suitable for the dig preparation function, the controller 104 may generate commands to return to normal operation.
The power control system discussed herein may further be embodied as a method for controlling a powertrain of a loader. In particular, the method may include receive at least one operational parameter; evaluate the at least one operation parameter to determine if the at least one operation parameter corresponds to a dig preparation condition; and generate, upon identifying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.
Accordingly, the present power control system may implement a dig preparation function during in anticipation of, but prior to, digging into the material. Upon identification of the dig preparation condition, the powertrain implements a number of modifications within the engine and/or transmission that enhances loader performance during the subsequent digging operation.
Also, the following examples are provided, which are numbered for easier reference.
1. A control system for a work vehicle having a powertrain and at least one implement configured to engage with a material during a dig operation, the control system comprising: a power source including at least one of an engine and a motor configured to generate power; a transmission including at least one directional clutch and a plurality of control assembly clutches coupled together and configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle according to a plurality of modes; and a controller coupled to the power source and the transmission, the controller having a processor and memory architecture configured to: receive at least one operational parameter of the work vehicle; evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.
2. The control system of example 1, wherein the controller is configured to generate the at least one dig preparation command to modulate the at least one directional clutch to enable slippage of the at least one directional clutch.
3. The control system of example 1, wherein the controller is configured to generate the at least one dig preparation command to prefill at least one of the plurality of control assembly clutches.
4. The control system of example 1, wherein the controller is configured to generate the at least one dig preparation command to increase at least one of air and fuel to the engine.
5. The control system of example 1, wherein the controller is configured to generate the at least one dig preparation command to increase a minimum speed of the engine.
6. The control system of example 1, wherein the controller is configured to: receive the at least one operational parameter as vehicle direction input data; and evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the vehicle direction input data indicates that the work vehicle is moving forward.
7. The control system of example 1, wherein the controller is configured to: receive the at least one operational parameter as vehicle draft load input data; and evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the vehicle draft load input data indicates that the work vehicle is subject to a draft load of less than a predetermined draft load threshold.
8. The control system of example 1, wherein the controller is configured to: receive the at least one operational parameter as vehicle ground speed input data; and evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the vehicle ground speed input data indicates that the work vehicle is moving at a ground speed of less than a predetermined speed threshold.
9. The control system of example 1, wherein the controller is configured to: receive the at least one operational parameter as boom position input data; and evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the boom position input data indicates that a boom of the at least one implement is lower than a predetermined boom position threshold.
10. The control system of example 1, wherein the controller is configured to: receive the at least one operational parameter as bucket position input data; and evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the bucket position input data indicates that a bucket of the at least one implement is lower than a predetermined bucket position threshold.
11. A work vehicle configured to engage with a material during a dig operation, comprising: a chassis; a powertrain supported by the chassis and including: a power source including at least one of an engine and a motor configured to generate power; and a transmission including at least one directional clutch and a plurality of control assembly clutches coupled together and configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle according to a plurality of modes; at least one implement supported by the chassis and configured to receive the power from the power source to engage with the material during the dig operation; and a controller coupled to the power source and the transmission, the controller having a processor and memory architecture configured to: receive at least one operational parameter of the work vehicle; evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.
12. The work vehicle of example 11, wherein the controller is configured to generate the at least one dig preparation command to modulate the at least one directional clutch to enable slippage of the at least one directional clutch.
13. The work vehicle of example 11, wherein the controller is configured to generate the at least one dig preparation command to prefill at least one of the plurality of control assembly clutches.
14. The work vehicle of example 11, wherein the controller is configured to generate the at least one dig preparation command to increase at least one of air and fuel to the engine.
15. The work vehicle of example 11, wherein the controller is configured to generate the at least one dig preparation command to increase a minimum speed of the engine.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
For convenience of notation, “component” may be used herein, particularly in the context of a planetary gear set, to indicate an element for transmission of power, such as a sun gear, a ring gear, or a planet gear carrier. Further, references to a “continuously” variable transmission, powertrain, or power source will be understood to also encompass, in various embodiments, configurations including an “infinitely” variable transmission, powertrain, or power source.
In the discussion herein, various example configurations of shafts, gears, and other power transmission elements are described. It will be understood that various alternative configurations may be possible, within the spirit of this disclosure. For example, various configurations may utilize multiple shafts in place of a single shaft (or a single shaft in place of multiple shafts), may interpose one or more idler gears between various shafts or gears for the transmission of rotational power, and so on.
As will be appreciated by one skilled in the art, certain aspects of the disclosed subject matter can be embodied as a method, system (e.g., a work machine control system included in a work machine), or computer program product. Accordingly, certain embodiments can be implemented entirely as hardware, entirely as software (including firmware, resident software, micro-code, etc.) or as a combination of software and hardware (and other) aspects. Furthermore, certain embodiments can take the form of a computer program product on a computer-usable storage medium having computer-usable program code embodied in the medium.
As will be appreciated by one skilled in the art, aspects of the disclosed subject matter can be described in terms of methods, systems (e.g., control or display systems deployed onboard or otherwise utilized in conjunction with work machines), and computer program products. With respect to computer program products, in particular, embodiments of the disclosure may consist of or include tangible, non-transitory storage media storing computer-readable instructions or code for performing one or more of the functions described throughout this document. As will be readily apparent, such computer-readable storage media can be realized utilizing any currently-known or later-developed memory type, including various types of random access memory (RAM) and read-only memory (ROM). Further, embodiments of the present disclosure are open or “agnostic” to the particular memory technology employed, noting that magnetic storage solutions (hard disk drive), solid state storage solutions (flash memory), optimal storage solutions, and other storage solutions can all potentially contain computer-readable instructions for carrying-out the functions described herein. Similarly, the systems or devices described herein may also contain memory storing computer-readable instructions (e.g., as any combination of firmware or other software executing on an operating system) that, when executed by a processor or processing system, instruct the system or device to perform one or more functions described herein. When locally executed, such computer-readable instructions or code may be copied or distributed to the memory of a given computing system or device in various different manners, such as by transmission over a communications network including the Internet. Generally, then, embodiments of the present disclosure should not be limited to any particular set of hardware or memory structure, or to the particular manner in which computer-readable instructions are stored, unless otherwise expressly specified herein.
A computer readable signal medium can include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be non-transitory and can be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
As used herein, unless otherwise limited or modified, lists with elements that are separated by conjunctive terms (e.g., “and”) and that are also preceded by the phrase “one or more of” or “at least one of” indicate configurations or arrangements that potentially include individual elements of the list, or any combination thereof. For example, “at least one of A, B, and C” or “one or more of A, B, and C” indicates the possibilities of only A, only B, only C, or any combination of two or more of A, B, and C (e.g., A and B; B and C; A and C; or A, B, and C).
As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. The term module may be synonymous with unit, component, subsystem, sub-controller, circuitry, routine, element, structure, control section, and the like.
Embodiments of the present disclosure may be described herein in terms of functional and/or logical block components and various processing steps. It should be appreciated that such block components may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that embodiments of the present disclosure may be practiced in conjunction with any number of work vehicles.
For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent example functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in an embodiment of the present disclosure.
Aspects of certain embodiments are described herein can be described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each block of any such flowchart illustrations and/or block diagrams, and combinations of blocks in such flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.
These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.
The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.
Any flowchart and block diagrams in the figures, or similar discussion above, can illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams can represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block (or otherwise described herein) can occur out of the order noted in the figures. For example, two blocks shown in succession (or two operations described in succession) can, in fact, be executed substantially concurrently, or the blocks (or operations) can sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of any block diagram and/or flowchart illustration, and combinations of blocks in any block diagrams and/or flowchart illustrations, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The description of the present disclosure has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the disclosure in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the disclosure. Explicitly referenced embodiments herein were chosen and described in order to best explain the principles of the disclosure and their practical application, and to enable others of ordinary skill in the art to understand the disclosure and recognize many alternatives, modifications, and variations on the described examples. Accordingly, various embodiments and implementations other than those explicitly described are within the scope of the following claims.

Claims

What is claimed is:

1. A control system for a work vehicle having a powertrain and at least one implement configured to engage with a material during a dig operation, the control system comprising:

a power source including at least one of an engine and a motor configured to generate power;

a transmission including at least one directional clutch and a plurality of control assembly clutches coupled together and configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle according to a plurality of modes; and

a controller coupled to the power source and the transmission, the controller having a processor and memory architecture configured to:

receive at least one operational parameter of the work vehicle;

evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and

generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.

2. The control system of claim 1, wherein the controller is configured to generate the at least one dig preparation command to modulate the at least one directional clutch to enable slippage of the at least one directional clutch.

3. The control system of claim 1, wherein the controller is configured to generate the at least one dig preparation command to prefill at least one of the plurality of control assembly clutches.

4. The control system of claim 1, wherein the controller is configured to generate the at least one dig preparation command to increase at least one of air and fuel to the engine.

5. The control system of claim 1, wherein the controller is configured to generate the at least one dig preparation command to increase a minimum speed of the engine.

6. The control system of claim 1, wherein the controller is configured to:

receive the at least one operational parameter as vehicle direction input data; and

evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the vehicle direction input data indicates that the work vehicle is moving forward.

7. The control system of claim 1, wherein the controller is configured to:

receive the at least one operational parameter as vehicle draft load input data; and

evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the vehicle draft load input data indicates that the work vehicle is subject to a draft load of less than a predetermined draft load threshold.

8. The control system of claim 1, wherein the controller is configured to:

receive the at least one operational parameter as vehicle ground speed input data; and

evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the vehicle ground speed input data indicates that the work vehicle is moving at a ground speed of less than a predetermined speed threshold.

9. The control system of claim 1, wherein the controller is configured to:

receive the at least one operational parameter as boom position input data; and

evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the boom position input data indicates that a boom of the at least one implement is lower than a predetermined boom position threshold.

10. The control system of claim 1, wherein the controller is configured to:

receive the at least one operational parameter as bucket position input data; and

evaluate the at least one operation parameter to determine that the at least one operation parameter corresponds to the dig preparation condition only when the bucket position input data indicates that a bucket of the at least one implement is lower than a predetermined bucket position threshold.

11. A work vehicle configured to engage with a material during a dig operation, comprising:

a chassis;

a powertrain supported by the chassis and including:

a power source including at least one of an engine and a motor configured to generate power; and

a transmission including at least one directional clutch and a plurality of control assembly clutches coupled together and configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle according to a plurality of modes;

at least one implement supported by the chassis and configured to receive the power from the power source to engage with the material during the dig operation; and

receive at least one operational parameter of the work vehicle;

12. The work vehicle of claim 11, wherein the controller is configured to generate the at least one dig preparation command to modulate the at least one directional clutch to enable slippage of the at least one directional clutch.

13. The work vehicle of claim 11, wherein the controller is configured to generate the at least one dig preparation command to prefill at least one of the plurality of control assembly clutches.

14. The work vehicle of claim 11, wherein the controller is configured to generate the at least one dig preparation command to increase at least one of air and fuel to the engine.

15. The work vehicle of claim 11, wherein the controller is configured to generate the at least one dig preparation command to increase a minimum speed of the engine.

16. The work vehicle of claim 11, wherein the controller is configured to:

17. The work vehicle of claim 11, wherein the controller is configured to:

18. The work vehicle of claim 11, wherein the controller is configured to:

19. The work vehicle of claim 11, wherein the controller is configured to:

receive the at least one operational parameter as boom position input data; and

20. The work vehicle of claim 11, wherein the controller is configured to: