Torque control for front wheel drive

• US 8,880,301 B2
• Filed: 11/14/2012
• Issued: 11/04/2014
• Est. Priority Date: 11/14/2012
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Velde, Todd
• Primary Examiner(s): Olszewski, John R
• Assistant Examiner(s): MELTON, TODD M
• Application Number:
  US13/676,388
• Publication Number:
  US 20140136058A1
• Time in Patent Office: 720 Days
• US Class Current: 701/50
• CPC Class Codes: B60K 17/356 having fluid or electric motor, for driving one or more wheels disposition of motor in, or adjacent to, traction wheel B60K7/00
• CPC Class Codes: B60Y 2200/411 Bulldozers, Graders
• CPC Class Codes: B62D 12/00 Steering specially adapted for vehicles operating in tandem or having pivotally connected frames steering endless tracks or the like B62D11/00; steering specially adapted for trailers B62D13/00
• CPC Class Codes: B62D 9/002 combined with means for differentially distributing power on the deflectable wheels during cornering
• CPC Class Codes: E02F 3/764 with the scraper blade being pivotable about a vertical axis
• CPC Class Codes: F16H 59/58 dependent on signals from the steering
• CPC Class Codes: F16H 61/00 Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
• CPC Class Codes: F16H 61/44 with more than one pump or motor in operation
• CPC Class Codes: F16H 61/472 for achieving a target output torque

Abstract

A front wheel power system which may enable independent control of power to each wheel as well as yield direct control over average and differential front wheel torques.

Claims

1. A drive system for a vehicle having a frame, the drive system comprising:

a front portion, a first front wheel, a second front wheel, a front hydrostatic system for powering the first and second front wheels the power system capable of applying torque to the first and second front wheels independently;

a rear portion, including rear wheels and a rear power system;

an engine;

an operator input device for detecting and communicating a demand on the drive system by the operator; and

a controller in communication with the operator input device, the controller connected to the rear drive system and operatively connected to the front hydrostatic power system, the controller determining a target front wheel torque as a percentage of a rear drive torque, the controller determining a feedback front wheel torque based on pressure and displacement measurements from the front hydrostatic power system, the controller determining a correction displacement command for the left and right front wheels as a function of the difference between the target front wheel torque and the feedback front wheel torque, the controller determining a nominal mean displacement command for the left and right front wheels as a function of at least a measured rear speed and the demand on the drive, the controller determining a mean displacement command by adding the nominal mean displacement command and the displacement correction command, the controller determining a target differential torque at least as a function of the demand on the front wheel drive system, the controller determining a measured differential torque as the difference between the measured left front wheel torque and the measured right front wheel torque, the controller determining a differential correction command as a function of the difference between the target differential torque and the measured differential torque, the controller determining a nominal differential front wheel displacement command as a function of at least the demand, the measured rear speed and the vehicle geometry, the controller then calculating a differential displacement command for the first and second front wheels by summing the nominal differential command and the differential correction command.

2. The drive system of claim 1, further including a wheel angle sensor for detecting a turning angle of the first and second front wheels:

wherein the controller is in communication with the wheel angle sensor and the controller further determines the target differential torque as a function of the turning angle.

3. The drive system of claim 2, further including a vehicle articulation sensor for sensing vehicle articulation, wherein the controller determines the nominal mean displacement command for the first and second front wheels as a function of at least the measured rear speed, the demand on the drive system, the wheel steering angle, and an articulation angle.

4. The drive system of claim 3, wherein, the controller, determines a target differential torque as a function of the demands on the front wheel drive system and the wheel steering angle, the controller determining a measured or reference differential torque as a function of the current displacements and measured pressures at the front wheel power system, the controller determining a differential correction command as a function of the difference between the target and feedback differential torques, the controller determining a nominal differential front wheel displacement command as a function of at least the demands, the measured rear speed and the steering angle, the controller then calculating a differential displacement command for the first and second front wheels by summing the nominal differential command and the differential correction command.

5. The drive system of claim 1, wherein the controller determines a hydrostatic command displacement for the first front wheel as the sum of the mean displacement command and the differential displacement command.

6. The drive system of claim 5, wherein the controller determines a hydrostatic command displacement for the second front wheel as the difference between the mean displacement command and the differential displacement command.

7. The drive system of claim 1, further including a rear hydrostatic transmission, wherein the controller determines rear drive torque as a function of pressure and displacement at the rear hydrostatic transmission.

8. The drive system of claim 1, further including a rear geared transmission, wherein the controller determines rear drive torque as a difference between an engine torque and a sum of known loads on the engine.

9. The drive system of claim 8, wherein the controller estimates the engine torque as a function of current fuel usage rate and current engine speed.

10. The drive system of claim 1, wherein the front hydrostatic power system comprises a first hydrostatic power system and a second hydrostatic power system, the second hydrostatic power system independent of the first hydrostatic power system.

11. The drive system of claim 1, wherein the operator input device is a throttle adjuster.

12. The drive system of claim 1, wherein the operator input device is an aggressive drive adjuster.

13. A work vehicle having a frame and a drive system, the drive system comprising:

a front portion, a first front wheel, a second front wheel, a first power system, including a first hydrostatic transmission for powering the first front wheel, and a second hydrostatic transmission for powering the second front wheel, the first and second hydrostatic transmissions capable of operating independently of each other;

a rear portion, including a rear drive with rear wheels and a second power system, including a rear transmission for delivering torque to the rear wheels, the second power system capable of operating independently of the first and second hydrostatic transmissions;

an engine;

an operator input device for detecting and communicating a demand on the drive system by the operator; and

a controller in communication with the operator input device and the wheel angle sensor, the controller operatively connected to the first and second power systems, the controller determining a target front wheel torque as a percentage of a rear drive torque, the controller determining a feedback front wheel torque based on pressure and displacement measurements from the first power system, the controller determining a correction displacement command for the left and right front wheels as a function of the difference between the target front wheel torque and the feedback front wheel torque, the controller determining a nominal mean displacement command for the left and right front wheels as a function of at least a measured rear speed, the demand on the drive system and a wheel steering angle, the controller determining a mean displacement command by adding the nominal mean displacement command and the displacement correction command, the controller determining a target differential torque at least as a function of the demands on the first power system, the controller determining a measured or reference differential torque as the difference between the measured left front wheel torque and the measured front right wheel torque, the controller determining a differential correction command as a function of the difference between the target and measured differential torques, the controller determining a nominal differential front wheel displacement command as a function of at least the demands, the measured rear speed and the vehicle geometry, the controller then calculating a differential displacement command for the left and right front wheels by summing the nominal differential command and the differential correction command.

14. The drive system of claim 13, further including a wheel angle sensor for detecting a steering angle of the first and second front wheels;

and

wherein the controller further determines the target differential torque as a function of the steering angle.

15. The drive system of claim 13, wherein controller determines a hydrostatic command displacement for the left front wheel as the sum of the mean displacement command and the differential displacement command.

16. The drive system of claim 15, wherein the controller determines a hydrostatic command displacement for the right front wheel as the difference between the mean displacement command and the differential displacement command.

17. A method of controlling torque on a drive system of a work vehicle having a front portion, a rear portion, a first front hydrostatic transmission for an application of torque to a first front wheel, a second front hydrostatic transmission for an application of torque to a second front wheel, a rear wheel power system for applying torque to a rear wheel, a speed sensor for estimating the speed of the rear wheel, a wheel angle sensor for detecting a turning angle of the first and second front wheels, an articulation angle sensor for determining an articulation angle between the front portion and the rear portion, an engine, and a controller for making demands on the first and second hydrostatic transmissions, and the rear wheel power system, the drive system including a controller through which steps may be taken to control torque, the method comprising the following steps:

determining a target differential torque as a function of the demands on the front wheel drive system and a wheel steering angle;

determining a reference differential torque as the difference between a function of the current displacements and measured pressures of the first front wheel and a function of the current displacements and measured pressures of the second front wheel;

determining a differential correction command as a function of the difference between the target and feedback differential torques;

determining a nominal differential front wheel displacement command as a function of at least the demands, the measured rear speed and the steering angle; and

calculating a differential displacement command for the first and second front wheels by summing the nominal differential command and the differential correction command.

18. The method of claim 17, further comprising the following steps:

estimating a current rear wheel torque;

estimating a feedback front wheel torque as a function of detected pressures and displacements at the first and second front hydrostatic transmissions, respectively;

calculating a target front wheel torque as a predetermined percentage of the current torque on the rear wheel;

detecting a rear wheel speed;

determining a front wheel displacement correction command as a function of the difference between the target front wheel torque and the feedback front wheel torque;

determining a nominal mean displacement command for the left and right front wheels as a function of at least a measured rear speed and the demand on the drive system; and

determining a mean displacement command by adding the nominal mean displacement command and the displacement correction command.

19. The method of claim 18, further comprising the following step:

determining a hydrostatic command displacement for the first front wheel as the sum of the mean displacement command and the differential displacement command.

20. The method of claim 19, further comprising the following step:

determining a hydrostatic command displacement for the second front wheels as the difference between the mean displacement command and the differential displacement command.