Patent Application
20100120578
The present invention relates to endless track vehicles and more specifically to drive and steering control systems for such vehicles.
The endless track vehicle has been in existence for over a century and has been applied to a wide variety of work machine situations. One such application is found in the harvesting of sugar cane. An endless track vehicle traverses the field and has a section severing the sugar cane and a section processing it for delivery to a hopper or second vehicle for carrying away for further processing. Traditionally, such harvesters have been controlled in the manner of endless track vehicles with separate levers, each controlling one of the tracks in terms of direction and rotational speed to propel the vehicle in a controlled manner at a selected speed. Another such control implementation is the use of a T-handle which has a pivoting movement to control speed and a rotational movement to control differential track RPM so as to change direction. A further implementation is the use of a so called “joy stick” that responds to forward movement for vehicle velocity control and side-to-side movement for turning movements.
While such control systems generally provide a way for an endless track vehicle to be controlled, they increase operator fatigue, particularly with respect to hand movements of the operator since the operator must compensate for variations in component manufacturing variations. Furthermore, there is a required learning curve for vehicle operators making a transition from traditional wheeled vehicles to endless track vehicles.
What is needed in the art therefore is an effective way to control endless track vehicles with a system that reduces operator fatigue and learning requirements.
In one form, the invention is a drive and steering control system for an endless track vehicle. The system includes a pair of variable volume hydrostatic pumps respectively connected to a pair of hydraulic motors, each driving one of a pair of endless tracks for the vehicle. An operator controlled speed control mechanism is included for controlling forward and reverse velocity of the vehicle. A steering wheel is provided for manipulation by an operator to control direction of the vehicle and a controller receives inputs from the steering wheel and the speed control mechanism for controlling the RPM of the hydraulic motors to control the velocity and turning of the vehicle.
In another form, the invention is an endless track vehicle having a frame, a prime mover and a pair of endless tracks for ground movement. The prime mover drives a pair of variable volume hydrostatic pumps, respectively connected to a pair of hydraulic motors, each of which drives one of the endless tracks. A speed control mechanism is provided for controlling the forward and reverse velocity of the vehicle in response to an operator input. A steering wheel is mounted on the frame for manipulation by an operator to control turning of the vehicle. Finally, a controller receives inputs from the steering wheel and the speed control mechanism for controlling the RPM of the hydraulic motors to control the turning and velocity of the vehicle.
Referring now to
A harvesting mechanism 36 is provided at the forward end of vehicle 10. This mechanism may take many forms depending upon the function required. For example, for sugar cane the mechanism 36 would be a mechanism that gathers and severs the sugar cane for further processing, not shown to enable a clearer understanding of the invention. A further mechanism 38 may be provided for delivering the harvested material either to a storage container or to an additional vehicle used to carry the sugar cane away.
An operator control cab 40 is provided at the forward end of vehicle 10 and includes an operator seat 42 and vehicle speed control mechanism 44. The speed control mechanism may take the form of a number of control inputs such as a dual output propulsion potentiometer controlled by an operator lever 45. A steering wheel mechanism 46 is provided for operator manipulation. Steering wheel mechanism 46 may be in many forms but in the usual form it provides a steering wheel 47 and a control mechanism to provide control inputs as described below. The steering wheel mechanism 46 is mechanically centered in a straight ahead direction usually using some form of bidirectional yieldable urging so that without an input the steering wheel is urged to a center, or neutral position.
The speed control mechanism 44 and steering wheel mechanism 46 provide signal inputs via lines 48 and 50 to a microprocessor 51. Microprocessor 51 receives control inputs from the speed control mechanism 44 and steering wheel mechanism 46 to send signals via lines 53 and 55 to pumps 20 and 22 to vary the volume and thus the speed and direction of the endless tracks 14 and 16. In a usual fashion, the control input provided by connections 53 and 55 is to manipulate a variable swash plate, although many other inputs may be employed. The RPM of the motors 26 and 28, and thus the endless track speed is sensed by sensors 52 and 56 and fed back to microprocessor 51 by lines 54 and 58 respectively. Thus, the actual RPM of motors 26 and 28 is fed back to microprocessor 51 for manipulation in the manner described below.
The propulsion and steering control system includes the three sensor steering input device 46 mechanically centered and coupled to the standard steering wheel 47, a dual output propulsion potentiometer as the main forward/reverse ground drive speed input mechanism 44, the microprocessor 51 and individual RPM sensors 52 and 56 for feedback from the final drive motors. The disclosed steering system permits use of a standard steering column/wheel mechanical input for steering and a separate propulsion input for propelling forward or reverse.
The forward/reverse speed control system is a closed loop control. The desired speed command is generated from the speed control mechanism 44. Mechanically linked to the input handle 45 is a propulsion potentiometer sensor. A dual output potentiometer with a main signal and redundant secondary signal is integrated into the system.
The feedback signal is the average ground speed measured from both motors 26 and 28. The microprocessor 51 uses redundant input sensors and output drivers for improved reliability and operator safety. In the event a speed sensor feedback signal is lost, the microcontroller will alert the operator, via a diagnostic trouble code and immediately switch to open loop control of the propulsion and steering system. The speed sensors 52 and 56 provide the control system with speed and direction inputs. Any residual error between the left and right tracks ground speed is used to further close the loop on each side to match speeds and achieve straight tracking.
The steering input mechanism 46 measures the rotational position of steering wheel 47. The device has fixed end-stops with 560 degrees of rotational lock to lock (280 degrees each direction from the spring centered position). The steering input mechanism 46 includes a self-centering mechanical spring, has a positive feel at the center, and requires low effort to steer. Three identical steering wheel position sensors provide redundancy from the steering wheel 47 to the steering control mechanism 46.
A closed loop control strategy is used to control the speed and steering of the vehicle 10 and consists of an inner loop to individually control the speed of each side of the tracks 14 and 16. An outer loop, speed tracking will monitor the differential speed between both sides of the tracks, compares the error with the steering command and feedbacks the result proportionally to each side in such a way that one side of the tracks speeds up and the other slows down.
In manual mode, steering of the vehicle to a desired turn radius is achieved by generating a variable ratio steering command based on the steering wheel position and vehicle speed. The steering command is added to the speed command so that one track is sped up and the other slowed down so that forward/reverse ground speed is maintained. For vehicles equipped with Global Position Systems (GPS), the control system uses position and course information of the vehicle to calculate a track course error and a lateral error and generate the proper steering command to guide the vehicle along predefined parallel tracks.
Another mode of steering referred to as the “endstop ramp” is also built into the steering algorithm in order to allow the operator maximum turning rate while maintaining fine steering around the spring centered position, the gain curve is extended by utilizing a ramping function when the operator is at the steering wheel endstops. The ramp rate is proportional to vehicle speed/engine RPM. In stationary counter rotation mode it is proportional to engine speed. The graph illustrates the maximum and minimum steering curves due to changes in engine speed and vehicle speed.
The feedback signal from the sensors 52 and 56 is fed back into the microprocessor 51 to provide a closed loop system in which the motors actually rotate at the commanded signal. This compensates for manufacturing variations between the pumps. The residual error between the left and right tracks is thus corrected to achieve a straight tracking which is particularly important for minimizing operator fatigue.
The turning of the vehicle is a function of the position of steering wheel 47 and that signal via line 50 overlays the speed signal from line 48 to produce differential controls at pumps 20 and 22 as a function of the wheel angular position, the engine speed, track speed and direction of travel. By using a standard steering wheel 47, the need for special operator adjustment to the standard drive for a tracked vehicle is avoided.
Having described the preferred embodiment, it will become apparent that various modifications can be made without departing from the scope of the invention as defined in the accompanying claims.
