Utility vehicle driveline control method

• US 5,575,737 A
• Filed: 08/21/1995
• Issued: 11/19/1996
• Est. Priority Date: 08/27/1994
• Status: Expired due to Term

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Weiss, Heinz
• Primary Examiner(s): Marmor, Charles A.
• Assistant Examiner(s): KWON, TAI CHOON
• Application Number:
  US08/517,482
• Time in Patent Office: 456 Days
• Field of Search: 477/37, 477/43, 477/44, 477/46, 477/107, 477/108, 477/110
• US Class Current: 477/43
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/101 Infinitely variable gearings
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2710/0616 Position of fuel or air injector
• CPC Class Codes: B60W 2710/1005 Transmission ratio engaged
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: F16H 2059/743 using engine performance or power for control of gearing transmission input torque F16H2059/147
• CPC Class Codes: F16H 47/04 the mechanical gearing being of the type with members having orbital motion
• CPC Class Codes: F16H 61/462 for achieving a target speed ratio
• CPC Class Codes: F16H 61/66 specially adapted for continuously variable gearings control of exclusively fluid gearing F16H61/38

Abstract

A method is described for controlling the power train of a work vehicle. The power train includes an engine with a fuel injection control and an infinitely variable transmission. The method include first determining an initial engine speed, an initial wheel speed, the actual engine speed, and the actual wheel speed. To improve comfort and reduce fuel consumption and emissions two steps are performed. First, the transmission ratio of the infinitely variable transmission will be increased if the actual engine speed is less than the initial engine speed, or decreased if the actual engine speed is greater than the initial engine speed. Second, while the transmission ratio remains constant, the engine speed will be adjusted until the engine speed is the same as the initial engine speed.

Claims

1. A driveline control system for a utility vehicle having an engine (10) with fuel injection control system, a manually-operated throttle lever, and an infinitely variable transmission (16), the driveline control system having means for determining and storing in memory an initial engine output rotational speed (N(mo)), an initial wheel rotational speed (N(ro)), an actual engine rotational speed (N(mn)) and an actual wheel rotational speed (N(rn)), the driveline control system performing a method comprising the following steps:

increasing the transmission ratio of the infinitely variable transmission if the actual engine speed N(mn) is less than the initial engine speed N(mo);

decreasing the transmission ratio of the infinitely variable transmission if the actual engine speed N(mn) is greater than the initial engine speed N(mo); and

while the transmission ratio remains constant, adjusting the engine speed until the actual wheel rotational speed N(rn) is the same as the initial wheel rotational speed N(ro).

2. The method of claim 1, wherein:

the steps are repeated at regular time intervals.

3. The method of claim 1, wherein:

the initial wheel rotational speed (N(ro)) is replaced by a target wheel rotational speed value (N(rs)) which can be pre-set by an operator.

4. The method of claim 1, wherein:

in response to a change in engine rotational speed which results from a change to a new load, and by means of a stored engine characteristic in the form of lines d of constant fuel injection pump position, the control system determines a new load hyperbola of constant load corresponding to the new load and determines an intersection of the new load hyperbola with a pre-set increased speed control line or a pre-set full-load control line; and

the control system adjusts the drive ratio of the transmission and adjusts the engine rotational speed in order to operate at favorable operating points of the engine performance map with respect to fuel consumption and emissions.

5. The method of claim 4, wherein:

the favorable operating points lie on an increased speed control line that can be pre-set or on a full-load control line that can be pre-set.

6. The method of claim 1, further comprising:

pre-setting and maintaining a desired engine rotational speed when the engine is powering an auxiliary devices.

7. The method of claim 1, characterized by:

in response to adjustment of the throttle lever, reducing an adjustment range of an automatic efficiency improvement so that defined engine rotational speeds are modified to accomodate an auxiliary drive unit driven by the engine.

8. The method of claim 1, wherein:

an auxiliary device is driven by the engine; and

adjusting the transmission drive ratio in response to a changing load on the engine resulting from the auxiliary device to maintain a constant engine rotational speed while modifying the wheel rotational speed.

9. The method of claim 1, wherein:

a) the transmission drive ratio is raised or lowered according to the relation I(n)=I(o)×

N(mo)/N(mn), wherein I(o) is the original drive ratio and I(n) is a new transmission drive ratio; and

b) the engine rotational speed is adjusted according to the equation N(ms)=I(n)×

N(ro)×

N(rs)/N(ro), wherein which N(rs) is taken as N(ro) the initial wheel rotational speed and N(ms) is a new target rotational speed of the engine.