WO2013025898A1

WO2013025898A1 - Vehicle soil pressure management based on topography

Info

Publication number: WO2013025898A1
Application number: PCT/US2012/051124
Authority: WO
Inventors: Noel Wayne Anderson; Larry Lee Hendrickson
Original assignee: Deere & Company
Priority date: 2011-08-17
Filing date: 2012-08-16
Publication date: 2013-02-21
Also published as: EP2744670B1; AR087571A1; EP2744670A4; BR112014003164A2; US8843269B2; US20130046439A1; EP2744670A1

Abstract

Systems and techniques are provided for managing an interface between a machine or work vehicle and a surface that the machine/work vehicle travels on in order to provide an optimum work performance level that balances fuel efficiency and surface adversity. Fleet management and reporting capabilities pertaining to such interface management are also provided.

Description

VEHICLE SOIL PRESSORS . AK&GEMSN S&SEC ON TOPOGRAPHY

Cross Reference to Related gfPgl icat i oas This application is related to comroniy assigned and. co-pending U.S. Patent. Application Serial No.

(Attorney Docket No. P10526-US) entitled 'dis roving Vehicle Stability and Traction through V-Foot Shape Change"; U.S. Patent Application Serial No. .„___„_ {Attorney Docket No, P20528-US} entitled ^Dynaudo Traction Ad at t e r , " ; U.S.

Patent Application Serial do. „ ^; ttorney Docket do.

P20S31--US; entitled "V-Foot Tire Management at Pheec

Lsvei'^f; and U.S. Patent Appli ation Serial No. ____„

(attorney Docket Po . P20532-US} entitled "Soil Corpaction Management and Report i ng" al 1 of which are hereby

incorporated by reference.

Field or the invention The present invention relates generally to t chniques for managing an interface between a machine or work vehicle and a surface that, the machine/work vehicle travels on in ord&r to provide an optima:;] wo k performance level, that balances fuel efficiency and sorfaee .adversity.

Background of the lasvent ion

Tire pressure affects vehicle traction (slip) and ride smoothness, tire traction im acts vehicle stability control (e.g., braking}, weight ^"distribution affects an area of scoil/buLre contact, and tire pressure has agronomic impact (e.g., crop yield reduction) . Vehicle traction and stability may ,oe improved in some situations with a greater area of contact between .¾ vehicle and the ground surface. Greater contact may also reduce resultant soil compaction; however, this greater contact may sesalt: in decreased f el efficiency.

Fuel efficiency is increased when roiling friction of a machine is nrd.n imi zed while keeping wheel sli below a certain level. For example, optimal fuel efficiency ma be obtained when vehicle tires have relatively high presence while rninimising wheel slippage. Wet field conditions can cause whe ls: to clip under^' high traction load, and thua there is a fte^'l efficiency benefit to decreasing the tire pressure to reduce wheel slip. However, increas d soil compaction, which is detriments! to crops, can occur when the soil, is wet. and the vehicle tire pressure is high.

Unnecessary compaction of a growth medium such as soil is generally -undesira le since it can adversely affect the growing performance of plants. Compaction can occur." when growth medium particles are compressed together, which limits the space between such particle^'s for water and air. Soil compact ion can also inhibit the growth and development of roots, leading to decreased plane vigor. While aoo;e forces of compaction are virtually unavoidable due to causes beyond bureau control such as heavy rain, it would be desirable to mitigate other types of compac i n that axe human-caused, such as compaction caused by vehicles used to process materials in a field, forest or worksite such as a construction worksite. US Patent 7,302, 83?, which i hereby incorporated by reference as background material, attempts to reitiqate compaction c used by an implement using soil characteristics and the load of the implement. Wh is o&edeci is a ^echardss to control the ressure at an inte face between a ma hine and a surface the machine is or; in a way w ich o timis s fuel, ef iciency while minimizing soii/cr&p damage.

Summary

An enibixlirsent of the present invention provides a technique to alt igat6 compaction of a growth medium suc as soil or other type of su r face , with an additional benefit of optimizing fuel consumption of a vehicle. Vehicle ma s s dot a and landscape position are used to adjust parameters associated with elements of the vehicle that contact a surface such as the ground, such elements also being referred to herein as virtual feet or v-ieet - ft virtual foot, or v-foot, encompasses a part of a vehicle or stabile i!!ochine -which mafees contact with ground for tractive effort and support, and includes without limitation wheels, tracks, track wheels, inflatable tires, tires with shape acijustsent usi ng magnete-rheciogicai c : elect to-oirreoi ogicai materials, wheals which change footprint by getting wider or narrower, vehicles in which wheels may be raised or lowered to ch nge vehicle footprint, legs, etc.

The features, functions, and advantages can be achieved independently in various em odiments^' of the present invention or may he combined in yet other

embodiments in which further details can be seen with reference to the following description and drawings..

Brie Description or. the Drawings

The novel features believed characteristic of the illustrative embodiments are set forth in the a ended.

ciairfis . The illustrative es- odirnent s , however, s o'eii as a preferred rsode of use, furthe objectives end. advantages thereof, will best be understood by reference to the following detailed description of an illustrative

etdoodireent of the present invention when read in

conjunction with the accompanying drawing:;, wherein:

Figw ® X is a representative vehicle r work machine in which an illustrative e;¾bod.bT:srrt niay be isgglamented;

Figure 2 is a representative diagram of a control circuit in accordance with an illustrative ettiodireent ;

Figure 3 is a representative exemplary field landscape posit ion cons m p in accorOance with an illustra ive embodimen ;

Figure 4 is a representati e proces flow for managing the pressure of a vehicle against a. surface in accordance with a illustrati e embediroen^'t.;

Figure 5 is a representative traditional vehicle traction and stability control system;

Figure 6 is a reproscntaf i ve im roved vehicle rection and stab:!. lit y control system in accordance with an

illust ative eroood.iri;ent;

Fig¾rs¾ss 7A-7C are representations or a nerval and modified v-foot in accordance vn.th an illustrative

embodiment, ;

Figure 8 is a representative side view of a worksite in accordance with an ill str tiv errloodiment ;

igu e 9 is a representative top view of a worksite in accordance with an illustrative ejnfoodijuen ; Figure 10 is a re esent t ve high speed bull d z r oshing material across the ground in acc rd nce w th n i llustrative erK&cdiment ;

Figure 11 is a representative soil compac ion susceptibi lity oap in accordance wir.h an illustrative e-nbodirient ;

Fig«re 12 :¾ a representative recording process in accordance with an illustra ive embodi¾enc; and

Figure 13 is a representative process flew for managing a flee;: of veeicl e as leg v-fcot

.

De ailed Description.

A v^hicie travelling across a surface or working at. a stationary loc tio , suck as a farm machine working in a field, construct ion equipment at a worksite, or forestry equipment in a. forest, invariably compacts the surface due to the mass of the vehicle extorting a downward force that limits the space between particles in a growth medium for water and air, similar to squeezing a slice of bread (for relatively wet soil) or a sponge {for relatively dry soil} . For example, once a slice of bread is squished, it only bounces back a little. The wetter the soil, the more it acts like bread with the air pockets becoming collapsed for a long time. Dry soil is like a dry sponge since it dees not compress much air out, hut the material itself tears force of the compact: ion. Various operating characteristics dictate the amount of such compaction, such as

characteristics of the vehicle and charact e r ί s t i es of the surface upon which the rehicie is travelling cr sitting. For example, represents" ive types of vehicle

character isties include the weight and shape of the vehicle, ana the shape said rigidity of the wheel, tire, track or other surface Interface. Representative types of surface characteristics include soil density, moiscuie content, and slope. The f ol l wing t chniques provide mitigation of such compaction by sensing/monitoring arch coot.col 1 log various operating characteristics of a work envi onment ,

In particular, a technique is provided for controlling and aoking an interface between a vehicle or working machine and a surface that the vehicle/machine travels or sits on, such as a ground surface. In one embodiment, a

? given operating point fo the vehici e/hnach l ne, such as the pressure of the vehicle against: the surface, is chosen based on various operating parameters such as soil densi y, moisture content, and slope in order to achieve an optimum e form nce level with respect to fuel efficiency and soil compaction ,

Referring cow to the figures wherein like reference nume ls correspond to similar elements throughout the several views and, mora specifically, referring to Figure X, che present inven i n will be described in the concept of sel -propelled work vehicle 100 travelling along^' surface 132, such as a dirt field or similar growing inedrum. pulling agricul ural implement 126.. with such implement being an optional component chat is not n¾ cos sari iy required since the techniques described herein are generally applicable to a stand-alone, work vehicle without such implement. Work vehicle or prime move.r 100 includes, among other

components, processor 112 { including embedded or associated memory containing instructions that are executable by the processor) , ground pressure controller 1X4, iocariorr sensor IIS, topographical geographical information system (G1S) database 118, "..ires 120, soil characteristic sensor 122, speed sensor 123 and vehicle load characteristic determiner 124. The optional implement 126 has tire (si 128 and im l ent load characteristic determiner is) 130. In one embodiment, such load characteristic determiner includes a wireless transceiver (nor shewn) such chat load data can be vnireiessiv transmitted to processor 112 for subsequent, processing .

As shown in Figure I, processor 112 is coupled to work vehicle 100, hn e>;isCin processor coupled to the work vehicle and provided for other purposes can operate as a

■3 processor for the. compact lor; mctigation sys em, ox ¾ separate processor .may be used.. Where a s pa a e processor is provided, the separate processor may be mounted t

eit e work vehicle 100 or im lem nt 126. The processor may share data and commands using a wired or wireless data communications means, Likewise, ground, pressure controller 114, location sensor 116, database 118, and/OK speed sensor 123 :tay he mounted to either work vehicle 100 or implement 126.

Referring to Figure 2, processor 112 is connected to and able to commxnrioate with ground pressure controller 114, location sensor 116, topographical geographical information syste database 118, soil characteristic sensor 122, speed sensor 123, vehicle load characteristic

determiner 124 and wirelessly received load data that is received fro agricultural implement load characteristic determiner is ί 130 via wifeless transceiver 134. In one emb diment, ground pressure controller 114 controls a compressor (not illcstracad and s valve (not illustrated) for increasing tire pressure and letting air out or the vehicle tires to deflate the tires, respectively, tor ocntroiiirg pressure the ein. The compressor /valve link between ground presscre controller 114 end the tires is shown rn Figure 2 sv a line linking ground pressure

controller 114 to vehicle ground elements 128 and 120.

Vehicle ground elements may include tires, tracks, spheres or any eieaient which serves a similar role in a vehicle, all of which are referred to herein as v- i ·· o\ . The elements may be adjusted by changing a gas pressure, changing a magneto-rheoiogtcai or eiectro-rheoiogical fluid, changing a. circular wheel into a generally

triangular track {similar to a Galileo wheel, as developed by Galileo Mobility Inst rumeats Ltd, of Led, Israel} , changing the ground-contacting elements width {similar to Valtra Ants, as developed by Valtra Oy Ah of Suoiahti, in and! , changing the number of elements in contact with thft ground, etc.

Accordingly, in another e:boodiment _? oho ground pressure at the interface between, work vehicle 100' and surface 132 (as .de icted in Figure 15 is modified by shape ad ustment and/or rigidity of the. v-feet using -r.agns o-- rheoiogical or elsetronth^oiogiosi materials in cooperation wit ground pzes.su e. controller 114. It is; also possible to use ground pressure controller 114 to change the ground pressure a the interface by adjusting air pressure of the v-feet, making the v~£eet wider or narrower, or rais ng or lowering certain ones of multiple wheels or legs (not shown; to change the vehicle's footprint.

Database 118 can contain one or more types of

landscape position zones for a field through which a vehicle is to be moved. For exam le, database 118 may contain data abort four different types of tones including a su suc tone for higher convex areas, a side-slope zone for areas having steeper slopes, a concave foot slope sons .below the sidesiop s, and a concave toeslope or

depress iona1 zone for areas below the foot a lope.

Referring to Figura 3, an exoropiary field landscape position cone may is. illustrated that indicates separate tones within a field that have different topographic characteristics. A landscape position zone key is provided below the map that indicates relative topology

characteristics. Here, optimal ground pressure is assumed to be related to topology characteristics within the field. Each tone sray have a relative tire pressure or tire pressure percentage associ ed with it. For erarraole, the l. G sunrdt region may correspond to 2 pounds s u re in h (psi) , the .75 side-slope region may correspond to 18 psi, the .50 concave footsicpe region stay correspond to 12 psi, and the ,25 concave toesiope region may correspond to 6 psi. Alternatively, or in addition, each zone may have particular v-ioot shape/ so characteristics that are us.able to ad ust the v-foot shape/site, characteristics.

In one enbocubrent , these values are initially established by an operator during an initial pass of a given work area for each respective zone. The optical pressure will depend on the soil moisture. Trie wetter the soil, the more susceptible it as to compaction damage. When soils are dry, the tires may be kept at a higher pressure without causing excessive damage . On the other hand, the wetter the soil, the more susceptible it is to compaction damage and the greater the need for v-feot to have reduced pressure on the soil. The values are saved and than used for the s oe or similar zones in other work a re s

In at least: some invective embodiments, during operation, processor 112 determines the location or work vehicle 100 by receiving location signals from location sensor 116 and accessing database 118 to determine a landscape position zone and then uses such landscape position zone along with the ttre pressure associated for each zone and perhaps other information, such as detected soil characteristics such as soil moisture, density, etc., to identify an optimal ground pressure level for the vehicie/scrrace interface .

Turning now to Figure 4, there is depicted at 400 a process flow for managing the pressure of a vehicle agarns a surface, such as the ground that the vehicle is

travelling or sitting on (such as when mpora ily rkinq at a stationary- location far digging, cutting, etc) . Other typss of surfaces besides the ground include dirt, ice, sn ¾ and a paved, or hard surface. The process scares at 402 and proceeds to 404 whore the mass of the vehicle is determined {1} as an es imate, (ii) as a valued obtained from vehicle load characteristic dsternriner 124 and/or agricultural im lemen Load characteristic determiner ( s ) 130, (ill) from a remote source that is received oner a wireless network, or ;iv) by any other ;r ss--deterK;ioation means includcng bu cot limited to using a fixed value,-, using a sensed -value, adding a sensed value to a fixed value such at adding a sensed amount of weight in a vehicle material storage tank to the fixed weight of such vehicle, and t value calculated from a volume measurement such as a liquid or material volume measurement. Es imates could also be eased on determined path and scored material utilization. For example, if an initial weight of

grait/seed/fertiiiter in a combine tank is known, after application at a given rate along a det rmined path, the remaining woight of grairpseed/fertilizer could be

determined-. Similarly, if an initial weight of paving material in a dusrg trench is known, after application at: a given rate along a spool! red path, the remaining wal-ght of the paving material in the truck could be determined.

At step 406, the location of .work vehicle 100 is then sensed or determined by processor 112 receiving location signals from location sensor 116. The topographic GIS database is then accessed by processo 112 at step 408, where the location of the vehicle is used to determine the vehicle's position with respect to the landscape in order to de e mine a giver; Landscape os tio srvie such as is depicted in Figu e 3. As but one exam le, the sensed vehicle location of step 406 serves as an index into a ^'.Landscape position soris map for a given work area. As previously described, each zone may have a relative ire pressure or tire pressure percentage associated with it . For euaniple, the 1.00 summit region ray correspond to 24 pounds/ square inch (psi) , the ,7S side-slope region may o espond to 18 psi, che .50 corLcave fpotsiope regie:: may correspond to 12 psi, and the .25 concave roeaiope region may correspond to 6 psi. Alternatively; or in addition, earn coos may have particular v-foot. shape/size

ch racteris ics h t are usable to adjust che v-ieou shape/size characteristics .

A corresponding adjustment associated with such giver none i.s then used by ground pressure centred lev 114, as directed by processor 112, to adjust a scop 410 the pressure of the vehicle against the ground surface, such a •a particular tire pressure for the y-feet, she number of v feet elements (such as wheels, tracks,, feet or legs) in cent: act with the surface, changing the shape and/or rigidity of the v-fest in contact with the surface, etc. a previously described. Processing then ends at 412,

In at least scire cases, a given landscape position cone will have already been used to identify control signals for the ground pressure controller and the control signals will Leave been stored rn the database for

subsequent use. Thus, for instance, optimal ground pressure values may already; have been determined for a. specific landscape position rone and the database may simply correlate optimal ground pressure values -with field looat ions . An emb diment of the res n invention also provides a ^'technique to enhance vehicle stability and control .

Traction is the effective conversion of rotary axle power to linear vehicle power (a. k^'.,=■«. drawbar power) , At 100% tractive efficiency, there ia no wheel slip. At 0% tractive efficiency, there ia no linear movement of the vehicle even though the drive wheels are spinning.

Stability refers to the vehicle not rotating in any of the three axes (pitch, roll, and yaw) that would otherwise res lt in flipping, tipping or spinning of a vehicle. In this es odiisent , vehicle stability and control are managed uairrg a virtual foot which can rspidly cartage its

footprint. A broader footprint is created when greater- stability or traction is needed, and a smaller footprint ia created at other times in order to decrease fuel

consuitption and decrease soil damage. The via: roar foci:, or v-foot, encoinpaeaes that part of a vehicle or mobile machine which makes contact with the ground for tracti.ve effort and s ort, and includes without limitation wheels,, tracks, track wheels, inflatable tires, tires with share ad iastmeiit using niapieto-rheoiogicai or elect: ro-r heoio ical materials,- wheels which change footprint by getting wider or narrower, vehicles in which wheels may be raised or lowered to change vehicle footprint., legs, etc.

"Footprint" is defined not only as the pressure exerted by an individual V-foot on a surface by a vehicle, bat also includes management of relative pressures, contact area, friction, etc. for the fo.Iiowi.ng without limitation: 1. Two or more V-f st and a single? ma ine, e, q, a tractor, cos-bine or e agriculture harvester, loader, mowe , tiiber harvester, on-road car or ruck ,

2. One or more V-fest of a vehicle with at least; one driven v-fooc towing or pushing one or m re trailers, implements, etc. (mechanical linkage) each having at least, one v-focc, e.g., tractor- implement, on road trac or- rod ier, tractor- scraper, etc.

3. One or more V-feet of a first vehicle and on a second vehicle to niore} wherein at least one V-^■ foot on each vehicle is powered., The first:

vehicle and the second vehicle are mechiinicaliy coupled to provide additive traction effort.

4. One or more V-ieet of a first vehicle and on & second vehicle wherein a load is carried in a coordinated fashion y the two {or more) vehicles .

Figure 5 depicts at 500 a traditional vehicle traction and atability control system that includes applying brakes at 502, adjusting drive train torque at 504, and

controlling wheel rotation or spin control at 506.

An improved vehicle traction and stability control system: is depicted at 600 in Figure 6 and includes base systeis β02 and enhanced system 603. Base system 602

incind.es applying brakes at 60-4, adjusting drive drain torgne at SOS, controlling wheel rotation or spin control at 608, and changing v-fcot shape at 610.. While prior techniques of slowly adjusting air pressure in ail fires for wheel slip control, per the features provided herein la booh w eel slip and ehicle stability are provided by quickly adjusting the shape of individual v-foot elements _f such as on a vabsei-by-«heei basis. In a round wheel/tire, this is accom lished yiithout limitation using polymers, magneto-- rheoloq i. sal materials, or eiectro-rneologioai materials which can change stiffness, volume, or other useful property in response tc a control signal. An example f one such heel ia disclosed in published US Patent Application 2010011 sOlOAI entitled "Piagrieto-- Rheoiogical Elastomer Wheel Assem lies ith bynamic Tire Pressure Control'', which is hereby incorporated by

reference as background msteaiai. A wheel assembly includes a magne o- rtneoloco. cal elastomer {MRS} assembly disposed between a rim and a tore ass m ly. The bih£ assembly may Pa configured to adjust s tire pressure within a chamber betv/nen the rim and the tire ssembly when a magnetic field is applied to the MHE assembly.

Continuing with Figure 6, there is also shown at 6G3 an enhancement no the vehicle bract ion and stability system. Whole a traditional traction and stability control system such as shown an 502 uaes local sensed data only, she enhanced vehicle traction e d stability system at 603 uses real-time data provided by wireless interface 612, historical doit a as provided by storage device S14, and/or redicted data to optimally manage the v-foot print. The use of this supplemental has several potential benefits - For example, if there ia a signii leant latency between onboard sensing and an adequate response by one v-foot, an advanced notice of where the footprint needs to be changed enables the change tc be made prior to encountering the surface condition which requires it. In addition, ii there is an area i f equently changing conditions, such as atchy ice, the footprint can be e l rged and kept large until the patchy area is sasssd-over. This reduces ea on the system and inimizes discomfort for any vehicle passenger due to the v-foot changes,

khreless interface 612 is preferably a short - range v^sJ i— hi network based o 302,11, although other types of communication interfaces are possible such as a wide range cellular or satellite network. Such interface provides vehi cie-tQ---vehic.be countedcat ions for vshrcies on the same worksite or vehicles passing in opposite directions on a road/highway, whore data is exchanged regar ding footprint information, slip information, stability .hcformat ion, etc. that is tagged with ti e and location metadata. Use of a wide-range network allow;; eonrmuicat ing data with a remote data center/kto ipiex i order to receive information: for a road ahead or a worksite area about to be entered. In some situations it is advantage to provide interfaces to both short-range and long-range networks such that loc l ly acquired data using a short-range network can be provided to a remote data center using a long-range network, as further described below with respect to leet-process in .

The historic data in storage device 614 may he data from earlier passes of the vehicle in the same location, or may be with respect to nearby areas such as adjacent passes in a field. Historic data may ho relatively recent or may be from similar situations in the more distant past. In that case, a predictive algorithm is usees to predict the optimal v-foot footprint for current conditions based on performance in similar conditions in the remote past.

Turning now to Figure 7A there is shown at 700 two wheels 702 connected by single axle 704 of a two-axle, four-wheel vehicle. Wheels 702 are in a normal operating state. In Figure 7B arid Figure 7C there is s ewn .at 710 xam les of a response to a detected slip to the left.

He e there is also depicted wo wheels 712 connected by s ngle axis 714, In response to such detected left-slip, the footprint oi: the left v-i^'oot is increased in order to increase resistance to the slipping. If this detecting slippage problem w s with respect to a front wheel drive on-road vehicle, the footprint of both the front wheels would pre^'ferab-ΐγ be increased while the rear wheels are left unchanged.

Techniques for detecting wheel slip .and vehicle slide are commonly known, and are aucitented by tne following control me hanise: 10 Begin

20 Get vehicle stability and traction data

30 IF problem - no THEN footprint. -> normal GOTO 20

40 IF problem - traction THEh

50 increase footprint, oi driven v-fset

60 ENDIF

70 IF problem - sliding left TH£N

80 increase footprint of left v-feet

90 EHDIF

100 IF problem ™ sliding right THEN

110 increase footprint of right: v-feet

120 ENDIF

130 GOTO 20

An embodiment of the present invention also provides a technique for inhe .asin fuel efficiency of a work: nvichme by varying traction as needed. Traction is varied by changing the footprint of a. virtual-foot, or v-foot . Increased tract ion may be demanded in les osse to vertical cr horizontal load, current or future segment of a cyclic task external perception sensor, or otter mechanism.

Figure 8 {side view) and Figure 9 (top view} show a worksite in which front end loader 802 with bucket 804 i s to fill bucket 804 with material 806 from pile of mate ial SOS. Front end loader 302, in this particular example, ha?, wheels S1Q whose footprint can be adjusted via a magne t o- rheoiogicai material. Material 80S is to be deposited in w ting truck 812 (Figure 9} . To carry out this task, iiront end loader 802 has a cyclic pattern ¾, 3, C and comprising (as further depicted in Figure S; :

A - Drive forward into the material pile

3 - Back-up and turn

C Drive towards truck and dum material

D - Back-up to reposition relative to pile for next. y le

The main need for fraction in this representative example is at the end of path segment A as front end loader 802 d ives into pile of material 808. The wheel footprint can be increased just before/as the bucket engages the pule dor ma imum traction. there are a number of ways the loader can k ow wheo it is time to change wheel footprint oo increase traction or decrease fuel use. Exam les include; without i i ituncion , a processor which can control the footprint of wheels 810 using additional means such as: 1. Bucket 804 is lowered and ranging sensor 8Ϊ4 with «iftissions/.reflections 816 from pile of material 80S indicates contact is imminent and tract loo should foe ncreased,

2. GNS5 or GPS sensor SIS reports toe position betv?ee;- ront end loader 802 and pile of material 808 is decreasing end traction should be increased.

3. Bidirectional odometer 820 and. engine load sensor 822 allow segments of path A, 3, C, D to be inferred. The traction can be increased when the end of segment A is identified.

4. Worksite ma with traction needs and index with GSSS position from sensor 818 would indicate target traction needs..

Fig«r® 10 shows high speed, {hull; d zer {BSD} 1002 pushing material 1004 across ground 100β . High speed dor 1002 has wheel tracks 1008 which are normally shaped as wheels but: can extend to a track as shown, to increase traction when seeded.. In this aranrpie, tracks may be extended when horizontal material load is high and tnen retracted whe there is no horizontal load and HSD is moving between points on the worksite.

If high speed dozer 1002 of Figure 10 had inflatable tires or wheels, adjustable with magneto-Theological materials, a blade control system {not shown but known n id^'ie art) would manage the blade and material plaearsanr as the body of one vehicle changed with v-foer. .shape change. V-foot shape may change gradually as material 1004 is distributed along ground 1006 and the horizontal load decreases . Preferably, a tire profile is dynamically adsusted- as d on a largely horizontal load n ord r to optimize traction and fuel econom . For example, a dozen: or grader may initially -start out with a large amount of material against the blade. The material is Lo foe spread according to a pa ticul r plan. A3 the material is spread, the load being pushed is reduced and therefore less traction is needed. As the load is reduced, the Galilee wheel {as previously described) is rounded to re rove fuel

efficiency. Since the vehicle height is raised as the wheel is rounded, tom tic blade control is requeued to keep aterial spreading to plan. While th blade control system could operate without wheel data, wheel data can improve control .id used as an input ar meter, -particularly if wheel rounding is rapid. The wheel shape is adjusted based on external in situ conditions such as surface material, soil moisture, and the like, Insernal dace common to vehicle traction control systems could also be used, such as grain in hopper, logs in a ciph r forwarder, water in a sprayer, chemical on a service robot, etc.

Some worksites such as farm fields, la¾s, and forest floors can be damaged by soil compaction if vehicles exert high press re on the soil. Tire pressure can be reduced while the vehicle is in the worksite, but reduced pressure in areas whore it is: not needed can result in unnecessary fuel consumption. Furthermore, some work contracts or government regulations m y require that such damage be tviniitised. What is needed is a wa to isinirrd.se soil compaction damage, minimize fuel consumption, and document that: vehicles have not caused etc ssive soil com c. ion or doousve.nt where, compact son may have occurred to enable remedial tillage to only those affected areas. Accordingly , an embodiment of the present invention also provides a technique to document that vehicles nave not caused excessive sail compaction, which can be used in one situation to document com liance with work E sarict cns chat riay he in place at a given worksite. A soil

compaction siiscep" ibiiity raap is generated and optionally mod idled with in situ data which minimises soil

compaction/damago through both vehicle guidance and vi rtoai-fcot, or v- oot,- footprint rfspssoremsnt .

A representative susceptibility map is shown at 1100 in Figure 11 , where gone 1 is the nasi susceptible region and cone 4 is the least suscepciole region as per reference key 1102. A path of travel for a vehicle is generated using the generated raap. The path actually taken as well as rea ΐ -tiroe v-foot parameters snob, as: tire pressure, footprint since, etc. are recorded for subsequent record keeping and analysis.

Specifically, and referring to recording process 1200 depicted in Figure 12, processing begins at 1202 and continues to 1204 where a first pap oi soil compact ron susceptibili y lot all or part of a worksite is generated based on landscape position, soil typo, ana soii moisture. In one embodiresnf, soil (moisture)^' models are used to provide data for a priori path planning lor a mobile machine Pith variable tire pressure, with the a priori clan Peine updated with actual in situ data that is captured while performing work at the worksite.

At step 1206, a path within the worksite is generated based OP the first map which itinimcoes soil compaction while carrying out a mission such as plowing or mowing . Soch path generation is preferably pe formed using area coverage in accordance with the techniques described in pub : i shed U.S. Patent Application. 2007 /023 472 entitled ^Vehicle Area Coverage Path Planning Using Isometric Value Regions" , which is hereby incorporated by reference as background material . Alternati ely, a point-to-point path could be gerseraued using known techniques su h as chose described in U.S. patents 6,934,515; 7,079,943; 7,110,8¾I; and 7,505,843, hich arc hereby incorporated by reference as back ground material.

At step 1208, a vehicle is guided along trie generated path, while recording (i) the geo-referenced and time stamped, path, sli , etc., axrd (ii) the v-£oct

pressure/footprint that was actually used e n traversing the path as per the v--foot management techniques described herei above, The recorded data rs then transferred to a reci-ote .location, as previously described above in the leet-processing descrip ion. Processing ends at 1210.

In another ©KU o iin@nt , the vehicle is gxridea along the path while reducing: v-ioot pressure as the vehicle proceeds along the path. This supports a mode where a t ire, for example, enters a worksite niaxiinaliy inflated, and then only releases air through a controlled value as it passes through the worksite. The tire can be re-inflated f om a conventional compressor prior to road transport.. This scenario assy be seful when there is no source cf air for refilling tire on-ths-go at the worksite such as a central tire inflation system.

In ye!:, another embodimenu, at least one datum about soil compac i on. ^'susceptibili y at a particular location lb the field is obtained. h second s-ap of soil conception s scap ifoi lity of ail or part of a worksite is generated using the data of the first map and the in situ gathered data. This susceptibility map is adjusted generally along topo.Uig «r,d/or landscape position, and the h cle rs guided along the path. Similar data recording as deaoiibed above is e fo med during such vehicle path guidance.

As shown by 1300 irs Figure 13, an embodiment: of the e e t invention also provides a technique for managing a fleet: of vehicles in order to reduce down me due to i e failures, where v-foot management is used. Data pertaining to v-foot, a vehicle, an environment and or her data are collected nod used to either generate an aiert to perfotm a tire e lac ment _f deny a mission to be performed by a given one or more vehicles, change a tire parameter at a service .station or in sate, or orange operation of one or more

cles .

In thie emoodinvant. , a v-foot is preferably

metromented to include tire pressure arid temperature sensors, with data relatin thereto being wireiessiy transmitted to a receiver or, one vehicle. An instrument v-foot on a vehicle such as element 100 or Figure 1 rends data to a telematics unit {such as element 134 of F g e 2 and element 612 or Figure §} on one vehicle. The

felesrat ics unit associates the v-foot data determined an step 1302 with additional vehicle data determ ned at step 1304 and/or addi onal, environmental data determined at step I30S. Additional vehicle data may include without limitation, current date and time, a: vehicle load (e.g., grain in a hoppe _f logs on a timber forwarder, water in a sprayer_? chemical on a service robot, etc.), a vehicle location, a vehicle speed, a vehicle duel consumption, etc. Additional environmental data may include without

iimitat ion ambient air temperature, groend/road surface temperature, and ground/road texture (e.g., gravel, asphalt, grass, etc.) . The vehicle may covrauriicate b.i ' direct ί orval Ty w.ith s data processing cancer. The comm nication may be via leap range wireless.;, short range wireless to an internet access peine at 3 serv ce sta ion, or a portable data storage device each as « chuned-dr i ve, fo exarepia. In one

illustrative e bod itea , v-focr, vehicle, and en ironmental dat is sent to a. renact a data processing center for analysis at: step 130S, with the results or other

information being sent back to the vehicle at step 1310.

In another illustrative embodimen , rules, a case base, environmental cdves, or other knowledge base is sent to the vehicle or updated at the vehicle such that analysis is performed at the vehicle.

In soxoe ecsxuiinents, data values rsay be inferred or calculated from w data. In one exemplary case,- the current vehicle location is used as a.s index into one or .more ma s which contain road Surface information such as gravel, asphalt, snow covered, wet, etc., as previous! y shown .

A fleet is considered two cr ivsre vehicle^'s having v- ieet , In one illustrative erioodi enr , the vehicles are trucks and the v-feet are inflatable tires, Tirs/v-foot data includes pressure and temperature. Vehicle data includes vehicle location and vehicle speed. Envi onment ai data includes road surface ami a frient temperature. V-foot data, vehicle data and environmental data are sent to data center. One cr .se e fire condition ds;ta are calculated at the data center. The data confer m also have access to other vehicle data including without limita ion future missio s, weather, and v-foot mai ten nce data. I orris scenario, the data censer is responsible for vehicle deployment and vehicle maintenance. The data center may calculate cue or more tire ealth par meters including, without, limitation, estimated tread, v-fcot foot print, future pressure, etc.

n one srhv-eiohodiment , estimated tread depth sua eather information are used to assig a particular truck to a mission as described in US Patent No. 7,415,333 which is hereby irnoorporated. by reference as background material. For example, a truck having tiros with low tread depth mag not be assigned missions where heavy rain o snow are forecast, where the read surface is snowy and elevation change is significant, etc.

in a second exemplary sub- embed ircent , tires are prioritised for replacement. Phen a truck reaches a service station, i may be flagged for fire replacement as part of scheduled rtitintensnce ,

In a third exemplary sub-embodiment , ambient

temperature and road conditions may cause the driver to be alerted to adjust tire pressure for the nest segment of a trip when at a service station.. For example, tire pressure may be increased prior no traveling in a colder region, reduced before traveling in a hoi:, or poor traction region, etc. If a tire condition developis between service stops, the driver may be advised to limit speed¹ to reduce tire temperature or increase tire life.

In a fourth exemplary embodiment , the data center is able to infer an event such as pothole or loss of traction at an intersect ion . This dat.a may be transmitted free: data center to another party. The another party may be, for example without limitation, a street, department, a

department of transportation, an insurance company, a research department, etc. l.o a fifth exem lary e rrodirent, & v-foot. ^"is cycled through shape, pressure, cr size change in order o e:-:p¾i a foreign material (e.g., sisow, rcs_; mud, rock) or o reseat or otherwise bring the v foot to a given state, to ϊ recalibrate sensors, or to otherwise enhance the

pertorntunce of the v-f ot . For example, the condition of the «heel can be used as parameter for the previously described control algorithm such that wear on the eheei is always considered- Khen trend of de eriorate on is

10 detected, control parameters can. be adjusted to maintain a level or performance or to extend life until, credent enance ca be performed.

The description of the different advantageous em ed i -tent s has been presented for purposes of illustra ion

Id and descript on, and is not 'intended so be exhaustive or limited to the erdtodiiceots Pi the torn, disclosed- Many ,-Podiftest ions and variations will be apparent to those of ordinary skill ·: n the art. Fo example, while the present disclosuia is primarily geared toward an agriculture

20 environment, the techniques describee herein are also

•applicable in construction, forestry and turf environments, F rthe , different esttodinssnts may provide different advan ages as compared to other embodiments. The

embodiment or embodiments selected are chosen and described

25 in order to best enplain the principles of the invention, the practical application, and to enable others of ordinary skill, in the art to understand the invention for various ombcdiri;ent.s with various modificati ns as are suited to the particular use contemplated.

30

Claims

¾hat is claimed is:

I„ A method for msaiaging pressure cf a vehicle against: a :suχ- faos .. ;::crap :· is1nc? ste s of:

sensing a vehicle location of tne vehicle;

determining a landscape position based on the vehicle location; .arid

adjusting the pressure of the vehicle against the su-: face sed on the landscape position.

2. The method of claim i, where:;;:; t.ne vehicle location in sensed using a geographic positioning .satellite (GPS} systee .

3. The method cf claim I_f wherein the iandscspe positnn; is determined using topographical nforma ion ports ion ng o a work area of the vehicle.. i. The method cf claim 1, wherein the topographical infsn:c;at ion is stored in a geographic information system (GI5) database that comprises representative types of surface char act-*;: 1st ion including soil density, moist ere content and slope.

5, The cashed of claim 1, further comprising:

determining a vehicle mass of the vehicle, and wherein the pressure of the vehicle against the surface is adjusted based on both the landscape position and the vehicle mass of she vehicle.

6. The method of claim 5, where n det rm ning the vehicle sass of the vehicle com rises using at least one of a fixed value, using a sensed value, adding the sensed value to the fixed value, using a value received ¾ireiessiy from an off- board location, and a calculated value from a volume measu ement to determine the vehicle ass of the vehicle,

7. The me hod of claim 1, wherein the vehicle location serves as an index into a landscape position cone for a work area of the vehicle .

8. The Teethed of claiin 1_/ wherein adjusting the pressure of the vehicle against the surface comprises at least: one of changing a tire; ^'pressure, changing a shape of a ground contacting element, and. changing a number of ground contacting elements contacting the surface.

9. The metood of claim 1, whe ein adjusting the pressure of the- vehicle against the surface comprises changing a sha e of a ground contacting element that comprises at least one t mc pneto-rheoiogical and electro-theological materiaIs ,

10. The method or claim 1, wherein the surface is one of ground, soil, snow, ice and a floor.

11. A surface pressure ma.oagem.eni svstem comprising a data processor coupled to a memory comprising instruc ions for performing steps of:

sensing a vehicle location of a vehicle;

determining a landscape position based on the vehicle location; and adjusting pressure of the vehicle against a. surface based on t e landscape position.

12. The surface ressure management sys em of cla m 11, wherein the vehicle location is sensed using a geographic posit icnihg satellite .(GPS) sys em,

13. The surface ressure management system of claim 11 ,. wherein the landscape position is determined using

topographical informat i on pertaining to work area of the vehicl .

14- The surface pressure management system of claim 11, wherein the topographical information is stored in a geographic information system iGhS) database that comprises representative types of surface characteris ics including soil density, rosisture content and slope.

15. Th surface pressure management syste of claim 11, furcher compr i sing :

determining a vehicle mass of the vehicle, and wherein the pressure of the vehicle against the surface is adjusted based on both the landscape position and the vehicle mass of the vehicle.

16. The surface pressure management system of claim 15, wherein determining the vehicle iuauss of the vehicle comprises using at least one of a fixed value, comg a sensed value, adding the sensed value to the fixed value, using a value received wireiessly from an off-board location, and a calculated value from a volume measurement to determine the vehicle mass of the vehicle.

SO 17, The su ace pressure managemen system of ciai-a II, where- in the v hicle location serves as an i dex into a landscape posi ion .ssn¾- for a ¾rk area of the vehicle.

18, The surface pressure xmenacement sysi:.er;: of claim II, wherein adjusting the pressure of the vehicle against the- surface comprises at: least one of changing a tire pressure, change a shape of a ground contacting oloment, and changing a number of ground contacting elements contacting the surface .

13. The surface pressure snanagement system of claim II, wherei n adjusting the pressure of the vehicle against the surface comprises changing a shape of a ground contacting element that comprises at. least one of magneto- rheoiogieal and electro-rheoiogicai materials .

20, The surface pressure management system of claim 11., wherein the an rrace is one of ground, soil; snow, ice and a loor .