Engine-sensing draft control system with multiple feedback compensation mechanisms

Claim 2

In a self-propelled vehicle having an engine, ground-engaging traction means for moving the vehicle relative to the ground, and connecting means for attaching a ground-penetrating implement thereto and actuating means for adjusting the elevation of at least a first portion of the implement to vary the ground penetration thereof in response to at least one control signal applied to the actuating means, an automatic feedback control system comprising: first sensing means for generating a speed parameter signal representative of the actual speed of the engine; first inut means for producing a no-load engine speed signal corresponding to a no-load engine speed; speed input means for producing a target speed signal which corresponds to a target engine speed which is less than the no-load engine speed; first difference means for generating a speed error signal representing a difference between the speed parameter signal and the target speed signal; and first control means for operating the actuating means to adjust the elevation of the first portion of the implement at least partially in response to the speed error signal; second sensing means for generating an elevation parameter signal representive of the elevation of at least the first portion of the implement relative to the vehicle; third input means for producing a target elevation signal; second difference means for generating an elevation error signal representing a difference between the elevation parameter signal and the desired elevation signal; second control means for operating the actuating means to adjust the elevation of the first portion of the implement at least partially in response to the elevation error signal; mixing means for adjusting the relative influence that the first control means and the second control means has upon the operation of the actuating means; and wherein the mixing means is responsive to the magnitude of the difference between the no-load engine speed and the target engine speed and as the magnitude increases, the mixing means decreases the relative influence of the elevation error signal and increases the relative influence of the speed error signal.

Claim 3

A control system as in claim 1, further comprising: first rate-of-change means for producing an engine acceleration parameter signal representative of the rate at which the actual speed of the engine is changing; acceleration feedback control means for providing at least a portion of the acceleration parameter signal to the first control means; and wherein the first control means includes means for combining the provided portion of the acceleration parameter signal with at least a portion of the engine speed error signal.

Claim 4

A control system as in claim 2, wherein the acceleration feedback control means includes (a) means for determining when the engine speed parameter signal is greater than the target speed signal, (b) means for determining when the engine speed parameter signal is less than the target speed signal, (c) means for providing a first gain in the acceleration feedback control means when the engine speed parameter signal is greater than the target speed signal, and (d) means for providing a second gain in the acceleration feedback control means when the engine speed parameter signal is less than the target speed signal, with the second gain being greater than the first gain.

Claim 5

A control system as in claim 1, wherein the control system further comprises: downshift signal means for providing an downshift command signal to the vehicle only after the actual engine speed falls to a predetermined downshift threshold speed.

Claim 6

A control system as in claim 4, wherein the predetermined minimum speed is computed by calculations based at least in part upon the target speed.

Claim 7

A control system as in claim 5, wherein the downshift signal means includes means for determining the rate of change of engine speed, and produces a downshift command signal only after the rate of change of engine speed indicates that engine speed is decreasing at a preselected minimum rate.

Claim 8

A control system as in claim 5, further comprising: upshift signal means for providing an upshift signal to the vehicle only after the engine speed has increased to a predetermined upshift threshold speed.

Claim 9

A control system as in claim 7, wherein the upshift signal means includes means for establishing predetermined upshift threshold speed based at least in part upon the no-load engine speed.

Claim 10

A control system as in claim 8, wherein: the downshift signal means includes means for determining the rate of change of engine speed, and produces the downshift command signal only after the rate of change of engine speed, and produces the downshift command signal only after the rate of change of engine speed indicates that engine speed is decreasing by at least a first preselected minimum rate, and the upshift means include means for detemining the rate of change of engine speed, and produces the upshift command signal only after the rate of change of engine speed indicates that engine speed is increasing by at least a second preselected minimum rate.

Claim 11

A control system as in claim 1, further comprising: first compensation means for adjusting the first control means to compensate for nonlinear operating characteristics of the actuating means.

Claim 12

A control system as in claim 10, further comprising: second compensation means for adjusting the first control means to compensate for the weight of the implement applied to the actuating means at a selected interval of time.

Claim 13

A control system as in claim 1, wherein the first sensing means includes a sensor for sensing the relative position of an actuator means affecting movement of a throttle of the engine, and means for calibrating the first sensing means under no-load engine conditions by associating a predetermined number of output values from the sensor with respective ones of a plurality of distinct positions of the actuator means which cause the engine to operate at different speeds and storing a value corresponding to the actual engine speed for each of the distinct positions of the actuator means.

Claim 14

A control system as in claim 12, wherein the sensor is a potentiometer and the actuator means is a throttle lever rotatable about a pivot point.

Claim 15

A control system as in claim 1, wherein the second input means includes means for producing a desired draft load signal which corresponds to a desired reduction in engine speed when the engine is under load, and first difference means for generating the target speed signal from the no-load engine speed signal and the desired draft load signal.

Claim 16

In a self-propelled vehicle having an engine, ground-engaging traction means for moving the vehicle relative to the ground, and connecting means for attaching a ground-penetrating implement thereto and actuating means for adjusting the elevation of at least a first portion of the implement to vary the ground penetration thereof in response to at least one control signal applied to the actuating means, an automatic feedback control system comprising: first sensing means for generating a speed parameter signal representative of the actual speed of the engine; first input means for producing a no-load engine speed signal corresponding to an engine speed when the vehicle is not under load; second input means for producing a draft load signal expressed as a function of reduction in the speed of the engine when under load; first difference means for generating a target speed signal from the no-load engine speed signal and draft load signal; second difference means for generating a speed error signal representing a difference between the speed parameter signal and the target speed signal; first control means for operating the actuating means to adjust the elevation of the first portion of the implement at least partially in response to the speed error signal; third input means for adjusting, and limiting the rate at which the actuating means lowers the implement; means for determining a slip signal representing a difference between a true ground speed signal and an indicated ground speed signal; first comparison means of producing an excessive slip signal when the slip signal indicates the amount of slip has passed a predetermined threshold level; second control means for operating the actuating means to raise the first portion of the implement in response to the excessive slip signal; first rate-of-change means for producing an acceleration parameter signal representative of the rate at which the actual speed of the engine is changing; and acceleration feedback control means for providing at least a portion of the acceleration parameter signal to the first control means; wherein the first control means includes means for combining at least a portion of the acceleration parameter signal with at least a portion of the engine speed error signal; and wherein the acceleration feedback control means includes (a) means for determining when the engine speed parameter signal is greater than the target speed signal, (b) means for determining when the engine speed parameter signal is less than the target speed signal, (c) means for providing a first gain in the acceleration feedback control means when the engine speed parameter signal is greater than the target speed signal, and (d) means for providing a second gain in the acceleration feedback control means when the engine speed paarameter signal is less than the target speed signal.

Claim 17

In a self-propelled vehicle having an engine, ground-engaging traction means for moving the vehicle relative to the ground, and connecting means for attaching a ground-penetrating implement thereto and actuating means for adjusting the elevation of at least a first portion of the implement to vary the ground penetration thereof in response to at least one control signal applied to the actuating means, an automatic feedback control system comprising: first sensing means for generating a speed parameter signal representative of the actual speed of the engine; first input means for producing a no-load engine speed signal corresponding to an engine speed when the vehicle is not under load; second input means for producing a draft load signal expressed as a function of reduction in the speed of the engine when under load; first difference means for generating a target speed signal from the no-load engine speed signal and draft load signal; second difference means for generating a speed error signal representing a difference between the speed parameter signal and the target speed signal; first control means for operating the actuating means to adjust the elevation of the first portion of the implement at least partially in response to the speed error signal; third input means for adjusting, and limiting the rate at which the actuating means lowers the implement; means for determining a slip signal representing a difference between a true ground speed signal and an indicated ground speed signal; first comparison means of producing an excessive slip signal when the slip signal indicates the amount of slip has passed a predetermined threshold level; second control means for operating the actuating means to raise the first portion of the implement in response to the excessive slip signal; first rate-of-change means for producing an acceleration parameter signal representative of the rate at which the actual speed of the engine is changing; and acceleration feedback control means for providing at least a portion of the acceleration parameter signal to the first control means; wherein the first control means includes means for combining at least a portion of the acceleration parameter signal with at least a portion of the engine speed error signal; and wherein the acceleration feedback control means includes (a) means for determining when the engine speed parameter signal is greater than the target speed signal, (b) means for determining when the engine speed parameter signal is less than the target speed signal, (c) means for providing a first gain in the acceleration feedback control means when the engine speed parameter signal is greater than the target speed signal, and (d) means for providing a second gain in the acceleration feedback control means when the engine speed paarameter signal is less than the target speed signal.