Patent Application
20230054611
The present teachings relate to a working machine and a method for operating a working machine.
Off-highway vehicles or working machines are for example those used in construction industries configured to transport loads over a surface (e.g. backhoe loaders, slew excavators, telescopic handlers, forklifts, skid-steer loaders etc.). These working machines typically have a body supported by a ground-engaging propulsion structure such as front and rear wheels, or a pair of endless tracks. To propel the working machine, a drive arrangement, including for example a transmission and a prime mover such as an internal combustion engine or electric motor, provides motive power to the ground-engaging propulsion structure. Working machines typically have a working arm pivotally mounted to the body of the machine, and a working implement, such as a bucket or a grabber, attached to the end of the arm via a coupling device. Attachment of the working implement enables the working machine to perform a variety of tasks on a work site.
Some of these tasks involve changing the driving direction of the machine (i.e. from forward to reverse, or from reverse to forward) many times; for example, when the machine is used for loading or unloading. To change the driving direction of a working machine, it is common for the operator to brake the working machine and to select an intended driving direction of the working machine via a gear selector. When a new intended driving direction is selected whilst the working machine is still in motion, the drive arrangement applies a torque to the ground-engaging propulsion structure, which acts to decelerate the working machine until stationary, before moving the working machine in the new intended driving direction.
A problem with such a direction changing process is that it causes significant stresses to act on the drive arrangement, which can reduce the lifetime of the drive arrangement. Moreover, it has been found that using the drive arrangement primarily to decelerate a working machine during a change in driving direction can cause the machine to jolt on initiation of the direction changing process.
The present teachings seek to overcome or at least mitigate one or more problems associated with the prior art.
A first aspect of the teachings provides a working machine comprising: a body; a ground-engaging propulsion structure supporting the body; a drive arrangement configured to provide motive power to the ground engaging propulsion structure; a braking system actuatable to apply a braking force to the ground engaging propulsion structure; a control system; and a sensor assembly configured to determine an output of the drive arrangement and to provide an output to the control system, wherein the control system is configured to apply a first braking force to the ground engaging propulsion structure that is based on the determined output of the drive arrangement.
Advantageously, the configuration of the braking system, control system and sensor assembly enables automated braking of the working machine based on a determined output of the drive arrangement, which may simplify control of the working machine.
The working machine may comprise a forward-neutral- reverse drive selector to select an intended driving direction of the working machine. The control system may be configured to actuate the braking system in response to an input from the drive selector selecting a new intended driving direction of the working machine.
Advantageously, actuating the braking system when a new intended driving direction is indicated via the drive director (i.e. via the forward/neutral/reverse (FNR) selector) enables the working machine to be decelerated automatically via the braking system instead of using the transmission to effect deceleration of the working machine. By using the braking system instead of the transmission, the working machine can be decelerated in a smooth manner, which may improve the driving experience of the operator of the working machine. Moreover, by using the braking system, less stress may be imparted onto the transmission during a direction change, which may help to increase the lifespan of the components of the transmission
The control system may be configured to control or restrict a rotational speed of the drive arrangement in response to an input from the drive selector selecting a new intended driving direction of the working machine.
Advantageously, restricting a rotational speed of the drive arrangement when a new driving direction is indicated may help to reduce the travel speed of the working machine and enable smoother gear changes during a direction change.
The control system may be configured such that the first braking force applied to the ground engaging propulsion structure is proportional to the determined speed of travel of the working machine or rotational speed of the drive arrangement.
Advantageously, applying a braking force which is proportional (i.e. directly proportional or inversely proportional) to the speed of travel or rotational speed of the drive arrangement may help to ensure the working machine is decelerated smoothly by inhibiting jolting of the working machine.
The control system may be configured such that the first braking force applied to the ground engaging propulsion structure is substantially constant.
The output of the drive arrangement may be determined through one or more of: a speed of travel of the working machine; a rotational speed of the drive arrangement; a torque output of the drive arrangement; and/or torque within a transmission of the drive arrangement.
The control system may be configured to apply the first braking force to the ground engaging propulsion structure when a rotational speed of the drive arrangement is below a pre-determined threshold.
Applying a braking force when the rotational speed of the drive arrangement is below a pre-determined threshold may help to decelerate the working machine automatically when the operator has released a drive pedal of the working machine.
The working machine may comprise a forward-neutral-reverse drive selector to select an intended driving direction of the working machine. The control system may be configured to apply the first braking force to the ground engaging propulsion structure in response to a rotational speed of the drive arrangement being below a pre-determined threshold only when the working machine is in neutral.
The control system may be configured to apply the first braking force to the ground engaging propulsion structure when a speed of travel of the working machine is below a pre-determined threshold.
Applying a braking force when the speed of travel of the working machine is below a first pre-determined speed threshold may help to automatically decelerate the working machine to stationary when initially travelling at low speed, and subsequently keep the working machine stationary, without the operator needing to actuate the braking system manually.
The working machine may comprise a forward-neutral-reverse drive selector to select an intended driving direction of the working machine. The control system may be configured to apply the first braking force to the ground engaging propulsion structure in response to a speed of travel of the working machine being below a pre-determined threshold only when the working machine is in neutral.
The braking system may be a hydraulic braking system actuated by hydraulic fluid pressure, and wherein the hydraulic fluid pressure applied to provide the first braking force is proportional to the determined speed of travel or rotational speed of the drive arrangement.
Advantageously, the hydraulic braking system may use pressurized hydraulic fluid from a hydraulic fluid system of the working machine to enable the control system to automatically actuate the brakes. Applying a hydraulic fluid pressure that is proportional to the determined speed of travel and/or rotational speed of the drive arrangement, may help to ensure that the working machine decelerates smoothly.
The control system may be configured to adjust the hydraulic fluid pressure by controlling a position of a valve, e.g. a solenoid valve, of the braking system.
Controlling a valve to adjust the hydraulic fluid pressure enables accurate and robust control of brake actuation by the control system.
The braking system may be a hydraulic braking system that is actuated by hydraulic fluid pressure and comprises at least one hydraulic power brake to apply a braking force to the ground engaging propulsion structure.
The control system may be configured to actuate the braking system such that the working machine is decelerated at a predetermined rate.
Decelerating the working machine at a predetermined rate may help to ensure that the working machine is decelerated in a smooth fashion.
The magnitude of the first braking force may be based on one or more of: the speed of travel of the working machine; a rotational speed of the drive arrangement; the mass of the machine; a load carried by the working machine; and/or the position of the arm relative to the body.
The control system may be configured to actuate the braking system such that the first braking force applied increases as the speed of travel of the working machine decreases.
Increasing the applied first braking force as the speed of travel decreases may help to ensure that the working machine is decelerated in a smooth fashion, for example, by inhibiting jolting of the working machine.
The control system may be configured to actuate the braking system such that the first braking force applied is inversely proportional to the speed of travel of the working machine.
The control system may be configured to actuate the braking system such that the first braking force applied decreases as the speed of travel of the working machine decreases.
Decreasing the applied first braking force as the speed of travel decreases may help to ensure that the working machine is decelerated in a smooth fashion, for example, by inhibiting jolting of the working machine.
The control system may be configured to actuate the braking system such that the first braking force applied is proportional to the speed of travel of the working machine.
The working machine may comprise a brake pedal for operation by an operator, wherein the brake pedal may be configured to actuate the braking system to apply a second braking force based on a position of the brake pedal relative to a rest position of the brake pedal.
The brake pedal may enable the operator of the working machine to actuate the braking system manually, for example, during routine operation and/or in an emergency.
The braking system may be configured such that, when first and second braking forces are being applied simultaneously, the greater of the first and second braking forces is applied to the ground engaging propulsion structure.
Applying the greater of the first and second braking forces may enable the brake control input device to override the control system when the operator of the working machine wishes to apply a greater braking force than that implemented by the control system. This may improve the safe operation of the working machine since it may enable the operator to rapidly decelerate the working machine in an emergency for example.
The braking system may be a hydraulic braking system actuated by hydraulic fluid pressure, and wherein the braking system comprises a shuttle valve comprising first and second inlets arranged to receive hydraulic fluid associated with the first and second braking forces and comprises an outlet to transmit hydraulic fluid to actuate the braking system.
The arrangement of the shuttle valve provides a robust and effective means to enable the brake pedal to override the control system when desired, with minimal moving parts and requiring no electrical power.
The working machine may comprise an inclination sensor configured to determine an inclination of the working machine. The control system may be configured to actuate the braking system to apply the first braking force when an inclination of the working machine is above a pre-determined inclination threshold and the speed of travel of the working machine is less than or equal to a pre-determined travel speed threshold.
Applying a braking force when an inclination of the working machine is above a pre- determined inclination threshold and the speed of travel of the working machine is below a second pre-determined speed threshold may help to keep a working machine stationary when on an incline, such as a hill, without the operator needing to actuate the braking system manually.
A second aspect of the teachings provides for a method for changing the driving direction of the working machine of the first aspect, the method comprising the steps of: selecting a new intended driving direction via a drive selector; and applying the first braking force to the ground engaging propulsion structure via the braking system based on an output of the drive arrangement.
A third aspect of the teachings provides for a method for operating the working machine of the first aspect, the method comprising the steps of: determining whether the speed of travel of the working machine is below a pre-determined threshold and/or whether a rotational speed of the drive arrangement is less than pre-determined threshold; and applying the first braking force to the ground engaging propulsion structure via the braking system when the determined speed of travel of the working machine is less than the pre-determined threshold or when the determined rotational speed of the drive arrangement is less than the pre-determined threshold.
Embodiments are now disclosed by way of example only with reference to the drawings, in which:
Referring to
The working machine 10 includes a body 12. The body 12 may include, for example, an operator's cab 14 from which an operator can operate the machine 10. The operator cab 14 may be mounted on the body 12 so as to be offset from a center of the body. Although in alternative arrangements, the cab 14 may be substantially central. The body 12 includes an undercarriage 13 or chassis, and a superstructure 15. The superstructure 15 is rotatable (e.g. about a substantially vertical axis) relative to the undercarriage 13. Put another way, the superstructure may be rotatable relative to the ground engaging propulsion structure. In the illustrated arrangement, the operator cab 14 is mounted onto the superstructure 15.
The working machine 10 has a ground engaging propulsion arrangement. The ground engaging propulsion arrangement or structure supports the body 12. The ground engaging propulsion structure includes a first, or front, axle A1 and a second, or rear, axle A2, each axle being coupled to a pair of wheels 16, 18. Put another way, the ground engaging propulsion structure includes front and rear wheels. In other embodiments, the ground engaging propulsion structure may include a pair of endless tracks.
The working machine 10 includes a drive arrangement 36 configured to provide motive power to the ground engaging propulsion structure 16, 18, so as to move/drive the working machine 10 over a surface. The drive arrangement 36 includes a primer mover 38 and a transmission 40. The prime mover 38 may be an internal combustion engine, an electric motor, or may be a hybrid comprising both an internal combustion engine, an electric motor. The drive arrangement 36 is configured to provide motive power to the ground-engaging propulsion structure 16, 18 from the prime mover 38 via the transmission 40.
A working arm 20 is pivotally connected to the body 12. In the arrangement shown, the working arm 20 is pivotally mounted to the superstructure 15. The working arm 20 is connected to the body 12 by a mount 22 proximate a first end, or proximal end, of the working arm 20. The working arm 20 can be moved with respect to the body 12 and the movement is preferably, at least in part, rotational movement about the mount 22. The rotational movement is about a substantially transverse axis of the machine 10. Rotational movement of the working arm 20 with respect to the body 12 is, in an embodiment, achieved by use of at least one lifting actuator (not shown) coupled between the arm 20 and the body 12.
The working arm 20 may be a telescopic arm, having a first section 26 connected to the mount 22 and a second section 28 which is telescopically fitted to the first section 26. In this embodiment, the second section 28 of the working arm 20 is telescopically moveable with respect to the first section 26 such that the working arm 20 can be extended and retracted. Movement of the second section 28 with respect to the first section 26 of the working arm 20 may be achieved by use of an extension actuator (not shown), for example a double acting hydraulic linear actuator, an electric linear actuator, a telescopic extension ram, multiple extension rams, and/or a chain and pulley system. As will be appreciated, the working arm 20 may include a plurality of sections, for example two, three, four or more sections. Each arm section may be telescopically fitted to at least one other section, and an actuator may be provided therebetween. In alternative arrangements, the working arm 20 may not be telescopic and may include a first arm pivotally mounted to the mount 22. In such arrangements, the working arm 20 may also include a second arm pivotally mounted to the first arm.
A working implement is mounted to a second, or distal, end 21 of the working arm 20. In the illustrated arrangement, the working implement includes a carriage 24 including a pair of spaced apart forks 30 mounted thereto. In alternative arrangements, it will be appreciated that any suitable working implement may be mounted to the working arm 20 to suit the application.
In such alternative arrangements, the working implement may be a bucket, a shovel, or a basket, for example.
The working machine 10 includes a braking system 32 actuatable to apply a first braking force to the propulsion structure 16, 18.
The working machine 10 includes a sensor assembly 34 configured to determine an output of the drive arrangement 36. In the arrangement shown, the sensor assembly 34 is configured to determine an output of the drive arrangement 36 in the form of a speed of travel of the working machine 10 and/or a rotational speed of the drive arrangement 36 and to provide an output to a control system 42. It will be appreciated that the output of the drive arrangement 36 may be based upon a torque output of the prime mover 38, torque within the transmission 40 or any other suitable output from the prime mover 38. The control system 42 is configured such that the first braking force applied to the propulsion structure 16, 18 is based on the determined output of the prime mover 38.
The sensor assembly 34 includes a rotational speed sensor 44 configured to determine a rotational speed of the drive arrangement 36. In embodiments in which the prime mover 38 is an internal combustion engine, the rotational speed determined by the rotational speed sensor 44 may correspond to a rotational speed of the engine's crankshaft. In embodiments in which the prime mover 38 is an electric motor, the rotational speed determined by the rotational speed sensor 44 may correspond to a rotational speed of the rotor and/or output shaft of the motor. Alternatively, the rotational speed determined by the rotational speed sensor 44 may correspond to a rotational speed of the transmission 40; e.g. a rotational speed of an input shaft to a gearbox of the transmission 40. The sensor assembly 34 includes a travel speed sensor 46 configured to determine a speed of travel of the working machine 10. The travel speed sensor 46 may determine the travel speed of the working machine 10 via any suitable means such as via sensing of the rotational speed of the wheels 16, 18 or the axles A1, A2, or via GPS. The control system 42 is configured such that the first braking force applied to the propulsion structure 16, 18 is based on the determined speed of travel of the working machine or rotational speed of the drive arrangement.
The working machine 10 includes control inputs to control operation of the working machine 10. The working machine 10 includes a drive selector 50. The drive selector is a forward/neutral/reverse (FNR) selector 50. The drive selector 50 engages drive in a selected direction, or selects a neutral gear. The drive selector 50 is configured to be operated by an operator of the working machine 10 to indicate an intended driving direction of the working machine 10, i.e. forward or reverse. The drive selector 50 may be located within the cab 14.
In a first mode of operation, the control system 42 is configured to control/actuate the braking system 32 to apply a braking force F1 to the ground-engaging propulsion structure 16, 18 when the input from the drive selector 50 indicates a new intended driving direction of the working machine 10. Put another way, the control system 42 is configured to control/actuate the braking system 32 to apply a braking force F1 to the ground-engaging propulsion structure 16, 18 when the drive selector 50 has been operated to indicate an intended change in driving direction, for example, from forward to reverse, or from reverse to forward.
In the first mode of operation, the control system 42 may be configured to actuate the braking system 32 such that the braking force F1 is proportional (i.e. directly proportional or inversely proportional) to the determined output of the drive arrangement 36. Put another way, the control system 42 is configured to actuate the braking system 32 such that the braking force F1 is proportional (i.e. directly proportional or inversely proportional) to the determined speed of travel or the determined rotational speed of the drive arrangement 36. Alternatively, in the first mode of operation, the braking force F1 may be substantially constant, and the control system 42 is configured to apply and remove the braking force F1.
In the first mode of operation, the control system 42 may be configured such that the braking force F1 applied to the ground-engaging propulsion structure 16, 18 is based on the determined output of the drive arrangement 36 by the sensor assembly 34, as has been discussed above. Put another way, in the first mode of operation, the control system 42 may be configured such that the braking force F1 applied to the ground-engaging propulsion structure 16, 18 is based on one or more of: a speed of travel of the working machine 10; a rotational speed of the drive arrangement 36; a torque output of the prime mover 38; a torque within the transmission 40; or any other suitable output from the prime mover 38.
In the first mode of operation, the control system 42 may be configured to control the drive arrangement 36 when the input from the drive selector 50 indicates a new intended driving direction of the working machine 10. Put another way, the control system 42 may be configured to control, limit or restrict a rotational speed of the drive arrangement 36 (i.e. the prime mover 38) when the input from the drive selector 50 indicates a new intended driving direction of the working machine 10. The control system 42 monitors the rotational speed of the drive arrangement 36 via the input from the rotational speed sensor 44. The control system 42 may send a signal (e.g. a TSC1 signal) to a controller of the prime mover 38 to reduce the rotational speed of the prime mover 38 such that the rotational speed is less than or equal to a first predetermined rotational speed threshold in response to the input from the drive selector 50 indicating a new intended driving direction. The control system 42 may be configured to control the drive arrangement 36 such that the torque supplied from the drive arrangement 36 to the ground-engaging propulsion structure corresponds to the intended driving direction. The control system 42 may send a signal to a controller of a gearbox of the transmission 40 to change gear in response to an operation of the drive selector 50 indicating a new intended driving direction of the working machine 10. In embodiments where the prime mover 38 is in the form of an electric motor, the control system 42 may send a signal to a controller of the prime mover 38 to provide a torque to the ground-engaging propulsion structure which corresponds to the intended driving direction.
The working machine 10 includes a brake pedal 52. The braking system 32 is configured to apply a braking force to the wheels 16, 18. The braking system 32 is configured such that it is actuated by the brake pedal 52 to apply the braking force to the ground engaging propulsion structure 16, 18. In the illustrated embodiment, the braking system 32 is a hydraulic braking system that is actuated by hydraulic fluid pressure. The brake pedal 52 supplies fluid to brakes 56 at one or more of the wheels 16, 18. The brake pedal 52 is configured to be operated by an operator of the working machine 10, and may be located in the cab 14.
The control system 42 is configured to actuate the braking system 32 to apply a first braking force to the ground-engaging propulsion structure 16, 18. The brake pedal 52 is configured to actuate the braking system 32 to apply a second braking force to the ground-engaging propulsion structure, where the second braking force applied is based on a position of the brake pedal 52 relative to a rest position of the brake pedal 52. The braking system 32 is configured such that when the control system 42 actuates the braking system 32 to apply the first braking force to the ground-engaging propulsion structure, and the brake pedal 52 is operated to actuate the braking system 32 to apply the second braking force to the ground- engaging propulsion structure simultaneously, the greater of the first and second braking forces is applied to the ground engaging propulsion structure 16, 18.
The braking system 32 includes a hydraulic brake 56. It will be appreciated that each wheel 16, 18 may include an associated brake 56 to apply a braking force thereto. The braking system 32 includes a control valve 60. The control system 42 is configured to adjust a hydraulic pressure by controlling a position of the control valve 60. As such, the pressure of the hydraulic fluid supplied to the braking system 32 can be controlled by the control system 42. In the illustrated, the control valve 60 is a solenoid-controlled valve, and the signal sent from the control system 42 to the control valve 60 corresponds to an electrical current to be supplied to the solenoid.
The braking system 32 includes a shuttle valve 58. The hydraulic brake 56 is in fluid communication with an outlet 58a of the shuttle valve 58. In this way, the hydraulic brake 56 is actuated via hydraulic fluid transmitted from the outlet 58a of the shuttle valve 58 to the hydraulic brake 56.
The shuttle valve 58 includes a first inlet 58b configured to receive hydraulic fluid in response to an output from the control system 42 (i.e. via the control valve 60). When the control system 42 actuates the braking system 32 to apply the first braking force to the ground-engaging propulsion structure 16, 18 via control of the control valve 60, the first inlet 58b of the shuttle valve 58 receives hydraulic fluid at a first pressure corresponding to the first braking force. The shuttle valve 58 includes a second inlet 58c configured to receive hydraulic fluid in response to depression of the brake pedal 52. When the brake pedal 52 is operated to actuate the braking system 32 to apply the second braking force to the braking system 32, the second inlet 58v of the shuttle valve 58 receives hydraulic fluid at a second pressure corresponding to the second braking force.
The shuttle valve 58 is configured such that hydraulic fluid exiting the outlet 58a is a pressure equal to the greater of the two hydraulic fluid flows. Thus, when the control system 42 actuates the braking system 32 to apply the first braking force and the brake pedal 52 actuates the braking system 32 to apply the second braking force simultaneously, hydraulic fluid is transmitted from the outlet 58a of the shuttle valve 58 to the hydraulic brake 56 at a pressure corresponding to the greater of the first braking force and the second braking force. Put another way, the hydraulic brake 56 is actuated to apply the greater of the first and second braking forces to the ground-engaging propulsion structure 16, 18. This enables the operator of the working machine 10 to override the control system 42 in order to apply a large braking force to the ground-engaging propulsion structure than that implemented by the control system 42.
In
In a second mode of operation, the control system 42 is configured to apply a braking force F2 to the ground engaging propulsion structure 16, 18 when a rotational speed of the drive arrangement 36 is below a pre-determined threshold and/or when a speed of travel of the working machine 10 is below a pre-determined threshold.
In the second mode of operation, it will be appreciated that the braking force applied may be a substantially constant braking force. Alternatively, the control system 42 may be configured such that the braking force applied to the ground-engaging propulsion structure 16, 18 is based on an output of the drive arrangement 36.
In such arrangements, the control system 42 may be configured such that the braking force F2 applied to the ground-engaging propulsion structure 16, 18 is based on the determined output of the drive arrangement 36 by the sensor assembly 34, such as one or more of: a speed of travel of the working machine 10; a rotational speed of the drive arrangement 36; a torque output of the prime mover 38; a torque within the transmission 40; or any other suitable output from the prime mover 38. In the second mode of operation, the control system 42 may be configured such that the braking force F2 applied to the ground-engaging propulsion structure 16, 18 is also and/or alternatively based on; a position of the throttle; a requested drive arrangement rotational speed; and/or a requested drive arrangement torque. one or more of: a speed of travel of the working machine 10; a rotational speed of the drive arrangement 36; a torque output of the prime mover 38; a torque within the transmission 40; or any other suitable output from the prime mover 38.
In the second mode of operation, the control system 42 may only apply the braking force to the ground engaging propulsion structure 16, 18 when it is determined that an operator of the working machine 10 is requesting to stop the working machine 10. It may be determined that an operator of the working machine 10 is requesting to stop the working machine 10 when the drive selector is placed in neutral and/or when the operator has released a drive/accelerator pedal of the working machine 10. Applying a braking force when the speed of travel of the working machine 10 is below a pre-determined speed threshold and/or when a rotational speed of the drive arrangement 36 is below a pre-determined threshold helps to automatically bring the working machine 10 to a stop when initially travelling at low speed and requesting to stop, without the operator needing to actuate the braking system 32 manually. It will be appreciated that the braking force applied may differ between when an operator lifts off the throttle, but remains with forward or reverse drive selected, and when the drive selector is placed in neutral.
The sensor assembly 34 may include an inclination sensor 48. The inclination sensor 48 is configured to determine an angle of inclination of the working machine 10. The inclination sensor 48 provides an output of the determined inclination angle to the control system 42. In arrangements where the working machine 10 includes the inclination sensor 48, the control system 42 is configured, in a third mode of operation, to actuate the braking system 32 to apply a braking force when an inclination of the working machine 10 is above a pre-determined inclination threshold. In the third mode of operation, the control system 42 may be configured such that it only applies a braking force to the ground engaging propulsion structure 16, 18 when the speed of travel of the working machine 10 is less than or equal to a pre-determined travel speed threshold. In the third mode of operation, the control system 42 may be configured such that it only applies a braking force to the ground engaging propulsion structure 16, 18 when it is determined that an operator of the working machine 10 is requesting to stop the working machine 10. It may be determined that an operator of the working machine 10 is requesting to stop the working machine 10 when the drive selector is placed in neutral and/or when the operator has released a drive/accelerator pedal of the working machine 10.
In the third mode of operation, the braking force applied may be a substantially constant braking force. Alternatively, the control system 42 may be configured such that the braking force applied to the ground-engaging propulsion structure 16, 18 is based on an output of the drive arrangement 36 (e.g. based on the speed of travel of the working machine, a rotational speed of the drive arrangement 36, a torque of the drive arrangement 36, etc.), in a similar manner as has been described above, and/or may be based on the angle of inclination detected by the inclination sensor 48.
In one arrangement, the control system 42 is configured to actuate the braking system 32 such that the braking force F1 increases as the determined speed of travel decreases. For example, the control system 42 may be configured to actuate the braking system 32 such that the braking force F1 is inversely proportional to the determined speed of travel. Controlling the braking force F1 such that it increases as the determined speed of travel reduces helps to ensure that the working machine 10 is decelerated smoothly such that jolting of the working machine 10 at the point when the brakes are applied is reduced.
In another arrangement, the control system 42 is configured to actuate the braking system 32 such that the braking force F1 decreases as the determined speed of travel decreases. For example, the control system 42 may be configured to actuate the braking system 32 such that the braking force F1 is proportional to the determined speed of travel. Controlling the braking force F1 such that it decreases as the determined speed of travel reduces helps to ensure that the working machine 10 is decelerated smoothly to a stop such that jolting of the working machine 10 when the machine comes to a standstill is reduced.
The control system 42 may be configured to actuate the braking system 32 such that the braking force F1 applied to the ground-engaging propulsion structure decelerates the working machine 10 at a predetermined rate, i.e. at a predetermined rate of deceleration or at a predetermined jerk. Actuation of the braking system 32 (i.e. the magnitude of the first braking force) may be based on one or more of: the determined speed of travel of the working machine 10; a rotational speed of the drive arrangement 36; the mass of the machine; a load carried by the working machine 10; or the position (i.e. inclination and extension) of the arm 20 relative to the body 12.
Although not illustrated, it will be appreciated that the working machine 10 may be provided with an operator input so as to enable the operator to manually enable and disable the control system 42, or to manually enable and disable one or more of the features of the control system 42 discussed above.
Although not illustrated, it will be appreciated that the sensor assembly 34 may be provided with a terrain sensor configured to determine characteristic of the ground over which the working machine 10 is travelling. In such arrangements, it will be understood that the braking force applied in each of the described modes of operation may be based on the characteristics of the ground determined by the terrain sensor.
The working machine 10 may be configured to indicate to an operator that the control system 42 is actuating the braking system 32. The working machine may be provided with an indicator, such as an audio and/or visual indicator, and the control system 42 may be configured to activate the indicator when it actuates the braking system 32. The working machine 10 may be configured to provide a tactile indicator to an operator that the control system 42 is actuating the braking system 32, for example this may be done by changing the resistance in the brake pedal 52.
With reference to
In step S200, the working machine 10 is driven in a first driving direction (i.e. forward or reverse). In step S202, the operator of the working machine 10 operates the drive selector 50 to select a new, or second, driving direction. In step S204, the control system 42 determines whether the determined rotational speed of the drive arrangement 36 is less than a predetermined rotational speed threshold.
If the determined rotational speed is greater than the predetermined rotational speed threshold (‘No’), the method moves to step 206. In step S206, the control system 42 sends a signal to the drive arrangement 36 to control or restrict the rotational speed of the drive arrangement 36. This can be used to reduce the rotational speed of the drive arrangement 36 so as to be less than the predetermined rotational speed threshold.
If the determined rotational speed is less than the predetermined rotational speed threshold (‘Yes’), then the method moves to step S208. In step 208, the control system 42 determined whether the determined speed of travel of the working machine 10 is less than a predetermined travel speed threshold.
If the determined speed of travel is greater than the predetermined travel speed threshold, the method moves to step 210. In step 210, the control system 42 actuates the braking system 32 to apply the braking force F1 to the ground-engaging propulsion structure 16, 18. The braking force F1 may be based on the determined speed of travel and/or the rotational speed of the drive arrangement, as previously discussed. The braking force F1 may be applied until the speed of travel is less than or equal to the predetermined travel speed threshold, at which point the control system 42 ceases actuating the braking system 32.
If the control system 42 determines that the determined speed of travel is less than or equal to the first predetermined travel speed threshold, the method moves to step S212. In step 212, the control system 42 sends a signal to the drive arrangement 36 to provide motive power to the ground-engaging propulsion structure 16, 18 to move the working machine 10 in the new, or second, travel direction. In step 214, the working machine 10 is driven in the second driving direction.
In alternative embodiments, two or more of steps S204, S206, S208, S210 and S212 may be performed in parallel, i.e. simultaneously. In yet further alternative embodiments, steps S208 and S210 may be performed before steps S204 and S206. In yet further alternative embodiments, the method may not include steps S204 and S206.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2115798.7 | Mar 2021 | GB | national |
