Patent Grant
9605757
This application is the U.S. national stage entry of International Application Number PCT/EP2013/075008 filed under the Patent Cooperation Treaty having a filing date of Nov. 28, 2013 and is based upon and claims priority to Italian Application Number MO2012A000298 having a filing date of Nov. 29, 2012, the disclosures of both of which are hereby incorporated by reference herein in their entirety for all purposes.
The invention relates to a method for estimating torque downstream of a transmission of a vehicle, particularly a working vehicle such as a tractor, an excavator or the like.
Tractors are known which comprise a transmission system including a continuously variable transmission (CVT) for transmitting a torque from an internal combustion engine to a driving axle and hence to the wheels. Known continuously variable transmissions may comprise a hydrostatic transmission including a hydrostatic unit. The latter in turn may comprise a variable displacement hydraulic pump connected to a hydraulic motor. By varying the displacement volume of the hydraulic pump, the wheel speed can be set to the desired value.
In addition to the hydrostatic transmission, the transmission system of known tractors also comprises a planetary gearing interposed between the engine and the wheels.
Different torque paths may be defined for transmitting torque from the engine to a location downstream of the transmission system, depending on the gear ratio selected by the driver. These torque paths may either pass through the hydrostatic transmission or not, or they may involve different gears in the planetary gearing.
A power take-off may be provided downstream of the transmission system. One or more implements can be connected, if desired, to the power take-off and receive power from the engine through the transmission system.
Known tractors may comprise a power boost device for requesting additional power from the engine when an implement is connected to the power take-off, in order to ensure that enough power is nevertheless available to the wheels. The power boost device is activated when torque at the power take-off exceeds an on-threshold value and is deactivated when torque at the power take-off drops below an off-threshold value.
In order to activate and deactivate the power boost device at the proper moment, it is therefore important to estimate the current value of the torque at the power take-off.
To this end, calculation methods have been provided which try to estimate the torque at the power take off on the basis of two parameters, i.e. a torque value measured upstream of the transmission system and a twist value measured between two points of a driveshaft of the transmission system. The twist value is an angle which is indicative of the phase difference between the rotational speed downstream and upstream of the transmission system.
The known calculation methods have the drawback that they are quite inaccurate, particularly at certain working points.
An object of the invention is to improve methods for estimating torque downstream of a transmission system of a vehicle, particularly at a power take-off of a working vehicle such as a tractor.
A further object is to provide a method for estimating torque downstream of a transmission system of a vehicle, which has a good accuracy at a plurality of working points.
Another object is to provide a method for estimating torque downstream of a transmission system which has a sustainable computational cost.
A further object is to provide a method for estimating torque downstream of a transmission system of a vehicle, using data coming from sensors that are already present on the vehicle for other purposes.
Another object is to ensure that a power boost device of a vehicle is correctly activated in case of need and deactivated when its use is no more necessary.
According to the invention, there is provided a method for estimating torque transmitted to a structure located downstream of a transmission system of a vehicle, the vehicle comprising an engine for generating torque, the transmission system being configured to transmit a fraction of the torque generated by the engine to a plurality of wheels of the vehicle and a further fraction of the torque generated by the engine to said structure, the transmission system comprising:
Owing to the invention, it is possible to estimate torque transmitted to a structure located downstream of the transmission system with great precision.
In particular, by taking into account the parameter which is indicative of the ratio between the output rotational speed and the input rotational speed of the transmission unit, it is possible to achieve a greater accuracy than in known methods, which were based only on torque and twist.
The parameter which is indicative of the ratio between the output rotational speed and the input rotational speed of the transmission unit is normally known.
The torque at the input of the transmission system and the twist of the shaft arrangement can normally be measured by means of detector elements that are present on the vehicle for other purposes. Thus, the method according to the invention can be carried out without providing additional detector elements on the vehicle.
The structure located downstream of the transmission system at which torque is estimated can be, for example,
a power take-off connectable to one or more implements and arranged for powering the implements. In this case, the method according to the invention can be used to determine whether a power boost device should be activated in order to obtain additional power from the engine.
The structure located downstream of the transmission system at which torque is estimated can also be different from the power take-off and can comprise, for example, one or more auxiliary pumps for providing hydraulic power to one or more auxiliary devices. In this case, the method according to the invention can be used to determine torque transmitted to the auxiliary pumps for several purposes.
The invention will be better understood with reference to the attached drawings, which show some exemplifying and non-limitative embodiments thereof, in which:
The vehicle comprises an internal combustion engine 2, particularly a diesel engine, for rotatingly driving an engine shaft 4. The engine shaft 4 can be a crankshaft of the engine 2.
The transmission system 1 comprises a continuously variable transmission (CVT) interposed between the engine 2 and a plurality of wheels 3 of the vehicle, shown only schematically in
The hydraulic pump 6 has an input shaft 11, whereas the hydraulic motor 7 has an output shaft 17. The hydraulic pump 6 can be a variable displacement pump. In particular, the hydraulic pump 6 can be an axial pump and can comprise a swash plate cooperating with a plurality of axial pistons.
An adjusting device 8 is provided for adjusting the position of the swash plate, i.e. for adjusting the swivel angle of the swash plate and consequently the displacement volume of the hydraulic pump 6. The adjusting device 8 can comprise, for example, an electro-valve.
By varying the position of the swash plate of the hydraulic pump 6. It is possible to change the ratio between the output speed and the input speed of the hydrostatic unit 5, which can be expressed by means of a suitable parameter. In particular, a parameter α can be defined which is indicative of the ratio between the rotational speed of the output shaft 17 and the rotational speed of the input shaft 11.
In an embodiment which is not shown, the hydraulic pump 6 can be a variable displacement pump and the hydraulic motor 7 can be a variable displacement motor. In this situation, the parameter α takes into account both the selected swivel angle of the hydraulic pump 6 and the selected swivel angle of the hydraulic motor 7.
The hydraulic pump 6 and the hydraulic motor 7 are connected to one another by means of a first line 9 and a second line 10. A hydraulic fluid can be sent from the hydraulic pump 6 to the hydraulic motor 7 through the first line 9. In this case, the hydraulic fluid comes back from the hydraulic motor 7 to the hydraulic pump 6 through the second line 10. The first line 9 is therefore a high-pressure line, whereas the second line 10 is a low-pressure line, because the pressure of the hydraulic fluid in the first line 9 is higher than the 10 pressure of the hydraulic fluid in the second line 10.
If however the rotation direction of a shaft of the hydraulic pump 6 is inverted, while all the other working conditions remain unchanged, the hydraulic fluid can also be sent from the hydraulic pump 6 to the hydraulic motor 7 through the second line 10, and come back to the hydraulic pump 6 through the first line 9. The first line 9 is in this case a low-pressure line, whereas the second line 10 is a high-pressure line.
A damping assembly 31 is provided for connecting the engine shaft 4 to a transmission shaft 12 of the transmission system 1. The engine shaft 4 acts as a driving shaft since it rotatingly drives the transmission shaft 12 through the damping assembly 31.
The damping assembly 31 serves for deflecting and thus absorbing the power pulses generated by the engine 2, so that torque delivered to the transmission shaft 12 is more constant over an engine cycle.
The damping assembly 31 may comprise a first rotatable element connected to the engine shaft 4 and a second rotatable element connected to the transmission shaft 12. The second rotatable element can be a damper 13, for example comprising a plurality of resilient elements acting in a circumferential direction to exert a damping action.
The first rotatable element could be, for example, a flywheel.
More detailed information concerning the structure of the damper 13 can be found in EP 0741286, which relates to a mechanical damper. In the alternative, other kinds of damper could be used, for example a viscous damper.
The input shaft 11 of the hydraulic pump 6 is mechanically connected to the engine 2, so that the input shaft 11 can be rotatingly driven by the engine 2. The input shaft 11 can be connected to the engine 2 via a mechanical connection comprising, for example, a toothed wheel 14 fixed relative to the input shaft 11.
The toothed wheel 14 engages with a further toothed wheel 15 which is fixed relative to the transmission shaft 12. An intermediate gear 16 can be interposed between the toothed wheel 14 and the further toothed 20 wheel 15.
The output shaft 17 of the hydraulic motor 7 is suitable for being rotated when the hydraulic fluid is sent into the hydraulic motor 7.
A sensor 18 is provided for measuring the speed of the output shaft 17, particularly the rotational speed thereof. The sensor 18 can be associated to a cogwheel 19 fixed relative to the output shaft 17, so that the sensor 18 is adapted to measure the rotational speed of the cogwheel 19 and hence of the output shaft 17.
A detector 20 may be provided for detecting one or more working parameters upstream of the transmission system 1, particularly at the damper 13. The detector 20 can be configured for detecting torque transmitted to the transmission shaft 12 by the damper 13, i.e. torque M upstream of the transmission system 1.
A clutch 21 allows the wheels 3 to be selectively connected to, or disconnected from, the engine 2. A mechanical transmission device is interposed between the engine 2 and the clutch 21. In the embodiment shown in
The hydrostatic unit 5 is arranged in parallel to the transmission shaft 12 supporting the planetary gearing 22.
The planetary gearing 22 comprises an annulus or outer ring 23 capable of being rotated by the output shaft 17 of the hydrostatic transmission. To this end, the outer ring 23 may be fixed relative to an intermediate toothed wheel 24 arranged to engage with the cogwheel 19. 20
The planetary gearing 22 further comprises a plurality of planet gears 25 supported by a planet carrier 26.
The planetary gearing 22 further comprises a sun gear 27 which can be fixed relative to the transmission shaft 12. A further sun gear 28 is also provided, which can engage with the planet gears.
Power can be transmitted to the wheels 3 alternatively via the planet carrier 26 or via the further sun gear 28, in which case the planet carrier 26 is left free to rotate.
A synchronizing device 29 is interposed between the planetary gearing 22 and the clutch 21 for allowing a smooth engagement of the gears of the transmission system 1.
More than one synchronizing device can be present, although they have not been shown since they are not relevant for performing the method that will be disclosed below. For example, a further synchronizing device that is not shown can be associated to a tubular element 30 fixed relative to the further sun gear 28.
Torque generated by the engine 2 is split into two torque fractions which reach the planet gears 25 through two different input torque paths. A first input torque path goes from the engine 2 to the transmission shaft 12 via the engine shaft 4, then to the hydrostatic unit 5 through the toothed wheels 14, 15 and finally to the outer ring 23 of the planetary gearing 22 through the cogwheel 19 and the intermediate toothed wheel 24. A second input torque path goes from the engine shaft 4 to the planet carrier 26 through the transmission shaft 1220 and the sun gear 27. The two input torque paths join to one another at the planet gears 25.
Torque exits from the planetary gear through two alternative output torque paths. The first output torque path passes through the planet carrier 26, the tubular element 30 and the synchronizing device 29. The second output torque path goes from the further sun gear 28 to the further synchronizing device that is not shown.
In an alternative embodiment, different configurations of torque paths can be provided for transmitting torque through the planetary gearing 22.
A power take-off 32, schematically shown in
A detecting element 33 may be provided for detecting twist Δθ of the transmission shaft 12. Twist Δθ is indicative of the torsion angle of the transmission shaft 12 due to the torque applied by the engine 2.
Twist Δθ is calculated by combining a signal coming from the detector 20 with a further signal coming from the detecting element 33.
The vehicle may comprise one or more auxiliary pumps arranged for providing hydraulic power to a plurality of auxiliary devices such as, for example, a lift or one or more distributors. The auxiliary pumps are connected to the transmission shaft 12 so as to be driven by the latter.
The vehicle may comprise a power boost device for requesting additional power from the engine 2 when torque is transmitted downstream of the power take-off 32 in order to drive any implement coupled to the power take-off 32. The power boost device is activated when torque T at the power take-off 32 overcomes a predefined on-threshold value and is deactivated when torque at the power take-off 32 falls below a predefined off-threshold value.
The on-threshold value may be different from the off-threshold value. For example, the on-threshold value may be greater than the off-threshold value.
In order that the power boost device may be correctly activated and deactivated, it is therefore important to determine the value of torque T transmitted to the power take-off 32.
The following relationship can be defined between torque upstream and downstream of the transmission system:
M=T+W+H
wherein M is torque upstream of the transmission shaft 1. In particular, M indicates the torque generated by the engine 2 and transmitted to the transmission shaft 12, for example as measured by the detector 20 at the damper 13. T is torque transmitted to the power take-off 32. W is indicative of the torque transmitted to the wheels 3. H is the torque transmitted to the auxiliary pumps, if any. From a practical point of view, if the power take-off 32 is active, the contribution given by the auxiliary pumps can be substantially neglected.
Although the detector 20 and the detecting element 33 allow the twist Δθ of the transmission shaft 3 to be measured, this measurement does not give any indication 20 concerning which fraction of the twist Δθ is caused by torque transmitted to the wheels 3, which fraction of the twist Δθ is caused by torque transmitted to the power take-off 32, and which fraction of the twist Δθ is caused by torque transmitted to the auxiliary pumps, if any.
For this reason, from the twist Δθ alone it is not possible to derive the torque T applied to the power take-off 32 by the transmission system 1.
Tests have shown that the torque T downstream of the transmission system, at the power take-off 32, is a function of three parameters, namely:
This has been confirmed by mathematical calculations, which have shown that, in a three-dimensional space defined by three axes, namely the torque M upstream of the transmission system 1, the twist Δθ and the parameter α, all the points having the same value of the torque T at the power take-off 32 lie on a three dimensional surface, for example a curved surface. This surface is shown in
Thus, it is possible to define, in a three-dimensional space where twist Δθ is plotted against torque M upstream of the transmission system 1 and against the parameter α, a first surface SON showing how the twist Δθ varies as a function of the torque M and the parameter α for a given value of the torque T at the power take-off 32, particularly for a value of the torque T equal to the on-threshold value, i.e. the value at which the power boost device is activated. In the same three dimensional space, it is possible to define a second surface SOFF plotting the twist Δθ against the torque M and the parameter α for a value of the torque T at the power take-off 32 equal to the off-threshold value, i.e. the value at which the power boost device is deactivated. Finally, a reference surface SREF can be defined, joining the points corresponding to a reference value of the torque T at the power take-off 32. For example, the reference value could be zero. The surfaces SON, SOFF and SREF are shown in
It has been shown that, if the power take-off 32 and the auxiliary pumps are not working, so that substantially all the torque generated by the engine 2 is transmitted to the wheels 3, a non-linear relationship exists between the torque M upstream of the transmission system 1, the twist Δθ and the parameter α. Basically, the hydrostatic unit 5 is responsible for this relationship being non-linear. If the power take-off 32 is now activated, while the auxiliary pumps are still not working, the above mentioned non-linear relationship continues to be valid and is simply linearly shifted in the three-dimensional space M-α-Δθ. The power take-off 32 is responsible for this linear shift.
Therefore, the surfaces SON, SOFF and SREF have the same shape. This shape is influenced by the torque path through which torque is transmitted from the engine 2 to the wheels 3. In particular, the surfaces SON, SOFF and SREF have a predetermined shape if torque reaches the wheels 3 through the planet carrier 26, and a different shape if toque reaches the wheels 3 through the further sun gear 28.
The first surface SON is obtained by shifting the reference surface SREF by a torque offset Δx1 along the axis of torque M and by a twist offset Δy1 along the axis of twist Δθ. Similarly, the second surface SOFF is obtained by shifting the reference surface SREF by a torque offset Δx2 along the axis of torque M and by a twist offset Δy2 along the axis of twist Δθ. The twist offsets Δy1, Δy2 and the torque offsets Δx1, Δx2 can be determined by tests.
The working conditions of a vehicle can be represented by a working point P in the three-dimensional space M-α-Δθ, as shown in
However, this procedure is quite complicated from a computational point of view, since it requires that the position of all the points obtained by offsetting the points of the reference surface SREF be calculated in order to draw the first surface SON and the second surface SOFF. A so complicated procedure could not run on a control unit of a vehicle.
It has therefore been proposed to offset only the working point P, instead of offsetting the whole surfaces SON and SOFF.
For example, if it is desired to know whether, for the working point P, the torque TP at the power take-off 32 is above or below the on-threshold value, it is possible to proceed as follows.
First of all, a shifted torque MS of the working point P upstream of the transmission system is calculated, by subtracting the torque offset Δx1 of the first surface SON from the measured value of the torque MP.
Similarly, a shifted twist ΔθS of the working point P downstream of the transmission system is calculated, by subtracting the twist offset Δy1 of the first surface SON from the measured value of the twist ΔθP.
The parameter ΔP of the working point P is left as it is.
In other words, a shifted working point PS is defined having the following coordinates:
MS=MP−Δx1
ΔθS=ΔθP−Δy1
αS=αP
Determining whether the working point P is above the on threshold value (i.e. the first surface SON), is equivalent to determining whether the shifted working point PS is above the reference surface SREF, i.e. whether the shifted twist ΔθS is greater than ΔθREF, wherein ΔθREF is the value of the twist Δθ calculated on the reference surface SREF for a value of the torque upstream of the transmission system equal to MS.
From a practical point of view, this can be done as follows. A table has been prepared and stored in a control unit of the vehicle, the table having three columns, namely the torque MS of the shifted working point upstream of the transmission system 1, the parameter αP of the working point and the reference value of the twist ΔθREF which ensures that—for the considered values of MS and αP—the torque T at the power take-off 32 is equal to a predetermined reference value, e.g. equal to zero.
The table has a number of rows, each row corresponding to a particular working point P and hence to a particular shifted working point PS. The table thus derives from a discrete mapping of the surface SREF.
The torque MS of the shifted working point upstream of the transmission system 1 and the parameter αP of the working point are used as input elements for the above mentioned table. If the exact values of MS and αP are not present in the rows of the table, linear or non-linear interpolation may be used to interpolate between the values appearing in the table. On the basis of these two input elements, the table gives as an output the reference value of the twist ΔθREF which ensures that the torque T downstream of the transmission system is equal to the predetermined reference value, e.g. equal to zero.
Instead of using the table deriving from a discrete mapping of the surface SREF, it is possible to use directly the mathematical equation of the surface SREF in order to calculate the reference value of the twist ΔθREF. This mathematical equation might be, for example, a 4th or 5th order equation.
After obtaining the reference value of the twist ΔθREF, the reference value can be compared to the twist ΔθS of the shifted working point in order to determine whether the twist ΔθS of the shifted working point is greater than, or lower than, the reference value of the twist ΔθREF.
If it is found that the twist ΔθS of the shifted working point is greater than the reference value of the twist ΔθREF, than the working point P is above the first surface SON, i.e. the torque T at the power take-off 32 in the working point P is greater than the on-threshold value. The power boost device should therefore be activated, because power is being transmitted to something connected to the power take-off.
This corresponds to the example shown in
A similar approach can be used to determine whether or not the working point P is above or below the second surface SOFF, i.e. whether or not the torque T at the power take-off 32, in the working point P, is above or below the off-threshold value. In this case, the working point P will be shifted by subtracting from its coordinates respectively the torque offset Δx2 and the twist offset Δy2 of the second surface SOFF.
It is then possible to give a discrete, i.e. a non-continuous, estimation of the torque T at the power take-off 32, as set out below with reference to
If, by means of the procedure disclosed above with reference to
If it is found that the torque at the power take-off 32 is lower than the off-threshold value, the estimated torque at the power take-off 32 is given the constant value T2, with T2<TOFF.
Finally, if it is found that the torque at the power take-off 32 is greater than the off-threshold value, but lower than the on-threshold value, the estimated torque at the power take-off 32 is given the constant value T3, with:
TOFF<T3<TON.
When the estimated value of the torque at the power take-off 32 has been determined, the estimated value is transmitted to the control unit of the vehicle, so that the control unit can decide whether the power boost device should be activated or not. In particular, if the estimated value of torque at the power take-off 32 is T1, then the control unit ensures that the power boost device is in an activated status. If the estimated value of the torque at the power take-off 32 is T2, then the control unit ensures that the power boost device is in a deactivated status. If the estimated value of the torque at the power take-off 32 is T3, the control unit leaves the power boost device in the status in which it was before.
Even if the procedure which has been described above merely gives three discrete values of the estimated torque downstream at the power take-off 32, and hence does not allow the effective value of the torque to be exactly determined, it is however sufficiently precise to reach the intended purpose, namely allowing the power boost device to be activated when actually needed and to be deactivated if not needed.
Furthermore, the above procedure is not excessively complicated from a computational point of view and may be successfully carried out even by control units of the kind which is normally used on vehicles.
It is sufficient to store in the control unit the table which gives as an output the reference value of the twist ΔθREF, when the torque MS of the shifted working point upstream of the transmission system and the parameter αP of the working point are entered in the table as input elements.
The coordinates of the shifted working point PS are then calculated by means of two simple subtractions. The only other mathematical calculation required is a comparison operation between the reference value of the twist ΔθREF. Depending on the result of this comparison, either T1, T2 or T3 is chosen as the estimated torque at the power take-off 32.
Finally, the above procedure can be carried out by means of data acquired from detecting elements which are already present on the vehicle for other purposes. The detector 20 and the detecting element 33 are normally present on vehicles of the kind disclosed, so that there is no need to install specific sensors.
In some cases, there might be the need to estimate continuously how the torque T at the power take-off 32 varies. Certain applications require a continuous signal indicative of how torque T at the power take-off 32 varies. In these cases, the procedure disclosed above, which gives only three discrete values so of the estimated torque at the power take-off 32 is not sufficient, and a different procedure has to be adopted.
A method according to a different embodiment will now be disclosed. In this case, it is possible to use partially the procedure disclosed above to obtain a continuous estimation of the torque at the power take-off 32. To this end, the difference DΔθ between the twist ΔθS of the shifted working point and the reference value of the twist ΔθREF is calculated. This difference is then divided by a coefficient which is indicative of the elasticity of the transmission system 1, thereby obtaining an estimation of the torque T at the power take-off 32. Indeed, the torque downstream of the transmission system 1 depends on the twist Δθ divided by the elasticity coefficient of the transmission system 1.
This is easy to be understood because, if the transmission shaft 12 is more elastic, a greater twist Δθ will be associated to a pre-established torque downstream of the transmission system 1.
The elasticity coefficient of the transmission system 1 can be calculated once the geometry of the transmission system 1 and the properties of the materials making up the transmission shaft 12 are known. As an alternative, the elasticity coefficient can also be determined on the basis of experimental results.
A different and more precise procedure to determine how torque T at the power take-off 32 varies will be disclosed below with reference to
As shown in
The straight line R can thus be called an offset line, since its points correspond to the offset between different torque lines L1, L2, L3 and so on.
The offset line R is also illustrated, representing the variation of the offset between different lines joining points having constant values of torque T at the power take-off 32. The line R, which is a straight line, can be drawn on the basis of test results. In particular, the offset line R shows how, for a given value of the parameter α, the twist Δθ varies as a function of the torque T at the power take-off 32 when no torque is applied to the wheels.
A working point P is also shown, corresponding to certain working conditions of the vehicle, particularly twist ΔθP downstream of the transmission system and torque MP of the transmission shaft 12. In order to determine the torque at the power take-off 32 in the working conditions corresponding to the working point P, the working point P could be shifted on the reference line LREF. In particular, it would be possible to proceed as follows:
The four steps mentioned above can be carried out in a simplified manner as set out below with reference to
First of all, the plane M-Δθ is rotated in such a way that the offset line R coincides with the vertical or ordinate axis. In other words, by rotating the offset line R, a rotated offset line RR is obtained, which coincides with the vertical axis.
The line RP passing through the working point P, which is parallel to the offset line R, is thus transformed into a rotated line RPR parallel to the vertical axis.
The working point P and the shifted working point PS are transformed into a rotated working point PR and a rotated shifted working point PSR. Since both the working point P and the shifted working point PS were on the same straight line RP, the rotated working point PR and a rotated shifted working point PSR will have the same abscissa MR.
Since the reference line LREF joins the points having a torque T equal to zero, the difference DΔθR between the ordinates ΔθPR of the rotated working point PR and ΔθPSR of the rotated shifted working point PSR is proportional to the torque T at the power take-off 32, for the working conditions corresponding to the working point P. In order to obtain the value of the torque TP at the power take-off 32 for the working conditions corresponding to the working point P, it is sufficient to divide the difference DΔθR by the elasticity coefficient, which—as discussed above—is indicative of elasticity of the transmission system 1.
This procedure enables the torque T at the power takeoff 32 to be precisely calculated. From the measures of the torque M upstream of the transmission system and the twist Δθdownstream of the transmission system, the rotated values MR, ΔθR and ΔθPSR are calculated. This can be done in a manner which is simple from a mathematical point of view, with a limited number of multiplications and additions or subtractions.
Thereafter, the difference DΔθR=ΔθR−ΔθPSR, which is also very simple to be calculated, is indicative of the torque T at the power take-off 32, and needs only to be divided by the elasticity coefficient.
From a practical point of view, this can be done by using a table which is similar to the table disclosed above with reference to the discrete procedure. The table has three columns, namely:
The table has a number of rows, each row corresponding to a particular working point P and hence to a particular rotated shifted working point PSR. The table thus derives from a discrete mapping of the surface joining all the points having a value of the rotated torque TR at the power take-off 32 equal to the reference value, e.g. zero.
The torque MR of the rotated shifted working point PSR upstream of the transmission system 1 and the parameter α of rotated shifted working point PSR are used as input elements for the above mentioned table. If the exact values of MR and α are not present in the rows of the table, linear or non-linear interpolation may be used to interpolate between the values appearing in the table.
The reference value of the twist ΔθPSR of the rotated shifted working point is taken from the table as an output element. Thereafter, the difference DΔθR between the ordinates ΔθPR of the rotated working point PR and ΔθPSR of the rotated shifted working point PSR is calculated. This difference is divided by the elasticity coefficient in order to obtain torque T at the power take-off 32.
Instead of using the table mentioned above, the reference value of the twist ΔθPSR can be calculated by using directly the mathematical equation of the surface joining all the points having a value of the rotated torque TR at the power take-off 32 equal to the reference value, e.g. zero. This mathematical equation might be, for example, a 4th or 5th order equation.
In a different embodiment, instead of using the table having three columns which has been described above, the twist ΔθPSR of the rotated shifted working point may be calculated by means of the following equation:
ΔθPSR=k(α)×MR+k0
wherein:
The coefficient k(α) can be determined by means of a table having two columns, corresponding respectively to the parameter α and the corresponding coefficient k(α).
The table has a number of rows, corresponding to different values of the parameter α. Linear or non linear interpolation can be used to calculate the coefficient k(α) for values of the parameter α which are not present in the table.
After the twist ΔθPSR of the rotated shifted working point has been calculated, it may be processed as disclosed above in order to determine torque T at the power take-off 32.
The embodiment of the method using the relationship involving k(α) has a computational cost which is less than the computational cost of the method previously disclosed, because a less complicated table is used.
Instead of the three-column table based on MR, α and ΔθPSR, it is sufficient to use a two-column table based on α and k(α). The latter table can also have a smaller number of rows. Thus, computational resources can be saved, although the method—particularly for certain non linear systems—can be less precise than the ones using the three-column table.
The procedure disclosed above enables the torque T at the power take-off 32 to be continuously estimated by using a limited number of simple mathematical calculations. The estimation is quite precise and relies on data detected by sensors which are normally already present on the vehicle for other purposes.
In an embodiment which is not shown, in place of the hydrostatic unit 5, a different kind of transmission unit could be used, e.g. a mechanical or an electronic gear shift. In the latter cases, the parameter α is not affected by the swivel angle of the swash plate of the hydraulic pump 6, but is nevertheless indicative of the ratio the output rotational speed and the input rotational speed of the transmission unit.
In place of the transmission shaft 12, a more complicated shaft arrangement could be provided, for example comprising different shafts, possibly having different diameters, arranged one after the other along a common axis, or even comprising different shafts connected by a gear unit. The method still works as disclosed before, even if a different elasticity coefficient of the transmission system will have to be used.
The torque M upstream of the transmission system, instead of being measured by the detector 20 located at the damper 13, may be measured in any other point between the engine 2 and the transmission system 1.
The above description has always referred to estimation of the torque T at the power take-off 32. To be more precise, what is actually estimated is the sum of the torque T at the power take-off 32 and of the torque H at the auxiliary pumps, if any. However, when the power take-off 32 is active, the contribution of the auxiliary pumps can practically be considered as negligible. For this reason, it is correct to say that the method disclosed above can allow the torque T at the power take-off 32 to be estimated.
If on the other hand the power take-off 32 is not active, torque H can be sent to the auxiliary pumps. In this case, the method disclosed above can be used to estimate the torque H at the auxiliary pumps, because in the sum T+H the contribution of T is substantially negligible. The same procedure as disclosed above can be followed, but a different elasticity coefficient shall be used. This is due to the fact that elasticity of the components interposed between the engine 2 and the power take-off 32 is different from elasticity of the components interposed between the engine 2 and the auxiliary pumps.
Thus, it can be stated that the method disclosed above serves to estimate torque transmitted to a structure located downstream of the transmission system, wherein the structure can be, for example, either the power take-off 32 or the auxiliary pumps.
Furthermore, the method disclosed above can also be used to estimate torque sent at the wheels 3. To this end, the estimated value of the sum T+H can be subtracted from the torque M upstream of the transmission system 1, as measured by the detector 20 at the damper 13. A torque W is thus obtained, which is indicative of the torque transmitted to the wheels 3. To obtain the exact value of the torque transmitted to the wheels 3, the torque W will be divided by the transmission ratio.
Hence, it can be stated that the disclosed method allows torque to be determined at a selected location downstream of the transmission system, wherein the selected location might be the power take-off 32, or the auxiliary pumps, or the wheels 3.
| Number | Date | Country | Kind |
|---|---|---|---|
| MO2012A0298 | Nov 2012 | IT | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2013/075008 | 11/28/2013 | WO | 00 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2014/083125 | 6/5/2014 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 7337870 | Izukura | Mar 2008 | B2 |
| 7824290 | Brookins | Nov 2010 | B1 |
| 8639419 | Roli | Jan 2014 | B2 |
| 8920276 | Henderson, Jr. | Dec 2014 | B2 |
| 20040209718 | Ishibashi | Oct 2004 | A1 |
| 20060230920 | Berg | Oct 2006 | A1 |
| 20080190103 | Behm | Aug 2008 | A1 |
| 20080234089 | Prebeck | Sep 2008 | A1 |
| 20100022348 | Jonsson | Jan 2010 | A1 |
| 20100087993 | Roli | Apr 2010 | A1 |
| 20140248986 | Weeramantry | Sep 2014 | A1 |
| 20140256491 | Henderson, Jr. | Sep 2014 | A1 |
| 20150307077 | Oct 2015 | A1 |
| Number | Date | Country |
|---|---|---|
| 102006055725 | May 2008 | DE |
| 102009026625 | Dec 2010 | DE |
| WO 2012110615 | Aug 2012 | WO |
| Entry |
|---|
| PCT International Search Report and Opinion, Dated Jan. 22, 2014 (7 Pages). |
| Number | Date | Country | |
|---|---|---|---|
| 20150314788 A1 | Nov 2015 | US |
