Case 1:17-cv-00770-JDW-MPT Document 120-13 Filed 11/17/22 Page 1 of 20 PageID #:
`13380
`
`EXHIBIT Z
`
`

`

`(12) United States Patent
`Xing et al.
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 9,656,656 B2
`May 23, 2017
`
`USOO9656656B2
`
`(54) SYSTEM AND METHOD FOR REDUCING
`FUEL CONSUMIPTION OF A WORK
`VEHICLE
`(71) Applicant: CNH AMERICA LLC, New Holland,
`PA (US)
`(72) Inventors: Yun Xing, Willowbrook, IL (US);
`Yanming Hou, Pleasant Prairie, WI
`(US); Haibo Guo, Naperville, IL (US)
`
`(73) Assignee: CNH Industrial America LLC, New
`Holland, PA (US)
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 0 days.
`
`(*) Notice:
`
`14/649,729
`Sep. 13, 2013
`PCT/US2013/059659
`
`(21) Appl. No.:
`(22) PCT Filed:
`(86). PCT No.:
`S 371 (c)(1),
`Jun. 4, 2015
`(2) Date:
`(87) PCT Pub. No.: WO2014/099061
`PCT Pub. Date: Jun. 26, 2014
`
`(65)
`
`Prior Publication Data
`US 2015/0307077 A1
`Oct. 29, 2015
`O
`O
`Related U.S. Application Data
`(60) Provisional application No. 61/740,159, filed on Dec.
`20, 2012.
`
`(51) Int. Cl.
`B60V I/06
`B60V I/O3
`
`(2006.01)
`(2012.01)
`Continued
`(Continued)
`
`(52) U.S. Cl.
`CPC .......... B60W 10/06 (2013.01); B60W 10/103
`(2013.01); B60W 30/1882 (2013.01);
`(Continued)
`
`(58) Field of Classification Search
`CPC ............... B60W 10/06; B60W 10/103: B60W
`2510/106; B60W 2510/107;
`Continued
`(Continued)
`References Cited
`U.S. PATENT DOCUMENTS
`
`(56)
`
`8, 2004 Williames
`6,773.368 B1
`6.957,139 B2 10/2005 Bellinger
`(Continued)
`
`FOREIGN PATENT DOCUMENTS
`
`DE
`DE
`
`102006047954 A1 10, 2006
`102006047954 A1 * 3, 2008 ............ B6OW 10.06
`(Continued)
`
`OTHER PUBLICATIONS
`
`PCT International Search Report and Opinion, Dated: Mar. 17.
`2014. (14 Pages).
`
`(Continued)
`Primary Examiner — Khoi Tran
`Assistant Examiner — Robert Nguyen
`(74) Attorney, Agent, or Firm — Rickard K. DeMille;
`Rebecca L. Henkel
`
`ABSTRACT
`(57)
`In one aspect, a method for reducing fuel consumption of a
`work vehicle is disclosed. The method may generally
`include determining, with a controller, a load power require
`ment for the Work vehicle, determining a plurality of can
`didate engine speeds at which the load power requirement is
`achievable, analyzing stored efficiency data for a transmis
`sion and at least one additional component of the work
`vehicle to determine a power loss value for each candidate
`engine speed, determining a candidate engine power for
`each candidate engine speed based on the load power
`requirement and the power loss values and analyzing stored
`fuel efficiency databased on the candidate engine powers to
`determine a target engine speed for the work vehicle.
`
`17 Claims, 9 Drawing Sheets
`
`Case 1:17-cv-00770-JDW-MPT Document 120-13 Filed 11/17/22 Page 2 of 20 PageID #:
`13381
`
`22
`OER REji -
`DeTERNE is,
`ORE ORK WEC
`
`WWWWWW
`ERE Aiai. Exists
`to Acie CAE OR RECREE
`
`24
`1.
`
`Taos
`AAY2E SORE
`CENCY AA
`EREO SS WAJS or
`--
`CAA NNE SPEEDS
`
`EERNE AAE ENGINE
`OS OR CANDAie ENNE SEES
`
`ANAYZEE FENCAA BASE
`ca. NSN soirs
`ERNA ARE ENGE SPEE
`
`28
`/
`
`20
`
`

`

`US 9,656,656 B2
`Page 2
`
`(2012.01)
`(2010.01)
`(2010.01)
`
`(51) Int. Cl.
`B60/30/88
`FI6H 6L/462
`FI6H 6L/47
`(52) U.S. Cl.
`CPC ....... B60W 30/1888 (2013.01); F16H 61/462
`(2013.01); FI6H 61/47 (2013.01); B60W.
`2510/106 (2013.01); B60W 2510/107
`(2013.01); B60W 25.10/305 (2013.01); B60W.
`2530/14 (2013.01); B60W 27.10/0644
`(2013.01); B60W 27.10/0677 (2013.01); B60Y
`2200/221 (2013.01); Y02T 10/76 (2013.01)
`(58) Field of Classification Search
`CPC ....... B60W 2510/305; B60W 2530/14: B60W
`2710/0644; B60W 2710/0677; B60W
`30/1882; B60W 30/1888; B60Y
`2200/221; F16H 61/462: F16H 61/47;
`YO2T 10776
`USPC ............................................................ 701/50
`See application file for complete search history.
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`6,965,826 B2 11/2005 Andres et al.
`7,072,763 B2
`7/2006 Saxon et al.
`7,678,015 B2
`3/2010 Funke et al.
`7,684,919 B2
`3/2010 AbuSamra
`7,756,623 B2
`7, 2010 Jarrett et al.
`7,765,058 B2
`7/2010 Doering
`7,789,795 B2
`9/2010 McKenzie et al.
`
`1/2011 Hawkins et al.
`7,873,452 B2
`6/2011 Bellinger
`7,966,115 B2
`8,057,354 B2 11/2011 Frank et al.
`8,380.407 B2
`2/2013 Mutschler et al.
`2007,0254771 A1 11/2007 Funke et al.
`2008/0.125286 Al
`5/2008 Pruitt et al.
`2.99. A.
`28. R i. al. tal
`eaCO
`2010/0324791 A1* 12/2010 Mutschler ............. EO2F 9/2235
`7O1, 58
`2013/0268150 A1* 10/2013 Weslati ................... GO6F 17.00
`TO1/22
`2/2014 Minami ................ B6OW 10,02
`TO1? 68
`
`2014/0046563 A1
`
`FOREIGN PATENT DOCUMENTS
`102010.052065 A1 11, 2010
`102010.052O65 A1
`5, 2012
`1754.643 A1
`2, 2007
`1754.643 B1
`10, 2009
`24284.19 A1
`3f2012
`
`DE
`DE
`EP
`EP
`EP
`
`OTHER PUBLICATIONS
`
`NPL-Hellstro M Design. (Website) Dated Jun. 4, 2015. (3 Pages).
`NPL-Kautzmann Self-Optimizing Machine Management. Various
`Reference Dates. (9 Pages).
`NPL-STOJIC et al. The Role of the Mechatronics in Technology.
`Bulletin of Engineering Tome IV (Year 2011). (4 Pages).
`PCT International Search Report
`di
`lication No. PCT
`international Search Report, regarding application No.
`US2013/059659, dated Jul. 2. 2015, 9 pageS.
`
`* cited by examiner
`
`Case 1:17-cv-00770-JDW-MPT Document 120-13 Filed 11/17/22 Page 3 of 20 PageID #:
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`U.S. Patent
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`May 23, 2017
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`U.S. Patent
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`May 23, 2017
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`Sheet 2 of 9
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`May 23, 2017
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`May 23, 2017
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`US 9,656,656 B2
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`2
`BRIEF DESCRIPTION OF THE INVENTION
`
`Aspects and advantages of the invention will be set forth
`in part in the following description, or may be obvious from
`the description, or may be learned through practice of the
`invention.
`In one aspect, the present Subject matter is directed to a
`method for reducing the fuel consumption of a work vehicle.
`The method may generally include determining, with a
`controller, a load power requirement for the work vehicle,
`determining a plurality of candidate engine speeds at which
`the load power requirement is achievable, analyzing stored
`efficiency data for a transmission and at least one additional
`component of the work vehicle to determine a power loss
`value for each candidate engine speed, determining a can
`didate engine power for each candidate engine speed based
`on the load power requirement and the power loss values and
`analyzing Stored fuel efficiency databased on the candidate
`engine powers to determine a target engine speed for the
`work vehicle.
`In another aspect, the present Subject matter is directed to
`a method for reducing the fuel consumption. The method
`may generally include determining, with a controller, a load
`power requirement for the work vehicle, analyzing stored
`efficiency data for a transmission and at least one additional
`component of the work vehicle to determine a plurality of
`power loss values associated with achieving the load power
`requirement, determining candidate engine settings based on
`the load power requirement and the power loss values and
`analyzing stored fuel efficiency databased on the candidate
`engine settings to determine a target engine speed for the
`work vehicle.
`In a further aspect, the present Subject matter is directed
`to a system for reducing the fuel consumption of a work
`vehicle. The system may generally include an engine and a
`transmission coupled to the engine. In addition, the control
`ler may include a controller communicatively coupled to the
`engine and the transmission. The controller may be config
`ured to determine a load power requirement for the work
`vehicle, determine a plurality of candidate engine speeds at
`which the load power requirement is achievable, analyze
`stored efficiency data for the transmission and at least one
`additional component of the work vehicle to determine a
`power loss value for each candidate engine speed, determine
`a candidate engine power for each candidate engine speed
`based on the load power requirement and the power loss
`values and analyze stored fuel efficiency data for the engine
`based on the candidate engine powers to determine a target
`engine speed for the work vehicle.
`These and other features, aspects and advantages of the
`present invention will become better understood with refer
`ence to the following description and appended claims. The
`accompanying drawings, which are incorporated in and
`constitute a part of this specification, illustrate embodiments
`of the invention and, together with the description, serve to
`explain the principles of the invention.
`
`10
`
`15
`
`25
`
`30
`
`35
`
`40
`
`45
`
`50
`
`55
`
`1.
`SYSTEMAND METHOD FOR REDUCING
`FUEL CONSUMIPTION OF A WORK
`VEHICLE
`
`CROSS-REFERENCE TO RELATED
`APPLICATIONS
`
`This application is a national phase application of Inter
`national Application No. PCT/US13/59659, filed on Sep. 13,
`2013, which is based upon and claims priority to U.S.
`Provisional Application No. 61/740,159, filed on Dec. 20,
`2012, the disclosures of both of which are hereby incorpo
`rated by reference herein in their entirety for all purposes.
`
`FIELD OF THE INVENTION
`
`The present Subject matter relates generally to work
`vehicles and, more particularly, to a system and method for
`reducing the fuel consumption of a work vehicle.
`
`BACKGROUND OF THE INVENTION
`
`Current work vehicles, such as tractors and other agricul
`tural vehicles, include an electronically controlled engine
`and a transmission, such as a power shift transmission (PST)
`or a continuously variable transmission (CVT). CVTs gen
`erally allow for enhanced performance by providing con
`tinuous and Smooth gear ratio changes. Typically, CVTS
`have a hydro-mechanical configuration Such that power
`from the engine flows in parallel through both a hydrostatic
`branch and a mechanical branch. In addition, CVTs may
`include multiple speed ranges to gain finer ratio control and
`to extend the ground speed range. Ratio changes are made
`within each speed range by changing the Swash plate angle
`of a hydraulic pump of the hydrostatic branch. Additionally,
`range changes within the CVT are seamless.
`While the efficiency characteristics of conventional
`engines are relatively straight forward, the efficiencies of a
`CVT are much more complicated. Specifically, the required
`Swash plate angle for a given ground speed generally varies
`depending on the specific range clutches engaged within the
`transmission. Moreover, the transmission efficiency gener
`ally varies distinctly within each range. Thus, significant
`differences in the operating efficiency of a CVT may be
`achieved for a given ground speed. In addition, the loads on
`other power consuming components of a work vehicle. Such
`as the power take-off, hydraulic accessories, drive axle
`and/or the like, are typically complex and highly dynamic in
`nature. Thus, selecting the optimal operational settings in
`order to achieve the desired productivity and minimize fuel
`consumption can be quite challenging.
`In current control systems, algorithms have been devel
`oped that focus solely on the engine speed control strategy.
`For example, engine speed is typically controlled based on
`the vehicle loads, with the engine running at its most
`efficient settings when loads are relatively low. Unfortu
`nately, such control algorithms fail to take into account the
`role that other vehicle components play in impacting the
`overall efficiency of the vehicle.
`Accordingly, a system and method for reducing the fuel
`consumption of a work vehicle that takes into account the
`operating efficiencies of the engine, transmission and vari
`ous other power consuming components of the vehicle
`would be welcomed in the technology.
`
`Case 1:17-cv-00770-JDW-MPT Document 120-13 Filed 11/17/22 Page 13 of 20 PageID #:
`13392
`
`60
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`A full and enabling disclosure of the present invention,
`including the best mode thereof, directed to one of ordinary
`skill in the art, is set forth in the specification, which makes
`reference to the appended figures, in which:
`FIG. 1 illustrates a side view of one embodiment of a
`work vehicle:
`
`65
`
`

`

`US 9,656,656 B2
`
`3
`FIG. 2 illustrates a schematic view of one embodiment of
`a transmission suitable for use with the work vehicle shown
`in FIG. 1;
`FIG. 3 illustrates a schematic view of one embodiment of
`a system for reducing the fuel consumption of a work
`vehicle in accordance with aspects of the present Subject
`matter,
`FIG. 4 illustrates a flow diagram of one embodiment of a
`method for reducing the fuel consumption of a work vehicle
`in accordance with aspects of the present Subject matter,
`FIG. 5 illustrates a table providing an example of suitable
`data that may be utilized when implementing the disclosed
`method;
`FIG. 6 illustrates a graph providing example efficiency
`data for the power consumption of a hydrostatic unit of a
`continuously variable transmission of a work vehicle:
`FIG. 7 illustrates a graph providing example efficiency
`data for the power consumption of a planetary unit of a
`continuously variable transmission of a work vehicle:
`FIG. 8 illustrates a graph providing example efficiency
`data for the power consumption of a power take-off of a
`work vehicle:
`FIG. 9 illustrates a graph providing example efficiency
`data for the power consumption of a drive axle assembly of
`a work vehicle;
`FIG. 10 illustrates a graph providing example efficiency
`data for the power consumption of a fan of a work vehicle:
`and
`FIG. 11 illustrates a chart providing example efficiency
`data for the fuel consumption of an engine of a work vehicle.
`
`DETAILED DESCRIPTION OF THE
`INVENTION
`
`5
`
`10
`
`15
`
`25
`
`30
`
`35
`
`4
`Referring now to the drawings, FIG. 1 illustrates a side
`view of one embodiment of a work vehicle 10. As shown,
`the work vehicle 10 is configured as an agricultural tractor.
`However, in other embodiments, the work vehicle 10 may be
`configured as any other suitable work vehicle known in the
`art, Such as various other agricultural vehicles, earth-moving
`vehicles, loaders and/or various other off-road vehicles.
`As shown in FIG. 1, the work vehicle 10 includes a pair
`of front wheels 12, a pair or rear wheels 14 and a chassis 16
`coupled to and supported by the wheels 12, 14. An opera
`tor's cab 18 may be supported by a portion of the chassis 16
`and may house various input devices, such as a control lever
`20 and/or a foot pedal 21, for permitting an operator to
`control the operation of the work vehicle 10. Additionally,
`the work vehicle 10 may include an engine 22 and a
`transmission 24 mounted on the chassis 16. The transmis
`sion 24 may be operably coupled to the engine 22 and may
`provide variably adjusted gear ratios for transferring engine
`power to the wheels 14 via a drive axle assembly 26. The
`engine 22, transmission 24, and drive axle assembly 26 may
`collectively define a drive train 28 of the work vehicle 10.
`It should be appreciated that the configuration of the work
`vehicle 10 described above and shown in FIG. 1 is provided
`only to place the present Subject matter in an exemplary field
`ofuse. Thus, it should be appreciated that the present subject
`matter may be readily adaptable to any manner of work
`vehicle configuration 10. For example, in an alternative
`embodiment, a separate frame or chassis may be provided to
`which the engine 22, transmission 24, and drive axle assem
`bly 26 are coupled, a configuration common in Smaller
`tractors. Still other configurations may use an articulated
`chassis to steer the work vehicle 10, or rely on tracks in lieu
`of the wheels 12, 14. Additionally, although not shown, the
`work vehicle 10 may also be configured to be operably
`coupled to any suitable type of work implement, such as a
`trailer, spray boom, manure tank, feed grinder, plow and/or
`the like.
`Referring now to FIG. 2, a simplified, schematic diagram
`of one embodiment of a continuously variable transmission
`24 suitable for use with the work vehicle 10 described above
`is illustrated in accordance with aspects of the present
`Subject matter. As shown, the transmission 24 may include
`a hydrostatic unit 30 and a planetary unit 32. The hydrostatic
`unit 30 and the planetary unit 32 may be coupled to a
`driveline including a range gear set 34 and may also be
`coupled to a load L. For example, in one embodiment, the
`load L. may correspond to the drive wheels of the work
`vehicle 10 (e.g., the front and/or rear wheels 12, 14 of the
`work vehicle 10). Alternatively, the hydrostatic unit 30 and
`the planetary unit 32 may be coupled to any other suitable
`load L. Such as loads that include a track drive or a separate
`operating system of the work vehicle 10 (e.g., a power
`take-off (PTO)).
`The hydrostatic unit 30 of the transmission 10 may
`generally include a hydraulic pump 36 coupled by fluid
`conduits 38 in a closed loop to a hydraulic motor 40. The
`motor 40 may be coupled to the engine 22 via an input gear
`N6. Specifically, as shown in FIG. 2, power may be trans
`mitted to the hydrostatic unit 30 by a driven gear N4
`mounted on a forward shaft 42 of the transmission 10 and
`engaged with the input gear N6. In addition, an output gear
`N10 for the hydrostatic unit 30 may be connected to a ring
`gear NR of the planetary unit 32 via gears N11 and N12.
`In general, the pump 36 may comprise any Suitable
`electronically controlled pump known in the art, such as an
`electronically controlled variable displacement hydraulic
`pump. As such, operation of the pump 36 may be automati
`
`Reference now will be made in detail to embodiments of
`the invention, one or more examples of which are illustrated
`in the drawings. Each example is provided by way of
`explanation of the invention, not limitation of the invention.
`In fact, it will be apparent to those skilled in the art that
`various modifications and variations can be made in the
`present invention without departing from the scope or spirit
`of the invention. For instance, features illustrated or
`described as part of one embodiment can be used with
`another embodiment to yield a still further embodiment.
`Thus, it is intended that the present invention covers such
`modifications and variations as come within the scope of the
`appended claims and their equivalents.
`In general, the present Subject matter is directed to a
`system and method for reducing the fuel consumption of a
`work vehicle. Specifically, the disclosed system and method
`may be utilized to minimize fuel consumption while main
`taining the desired performance and productivity of the work
`vehicle. For example, in several embodiments, the load
`power requirement for the work vehicle may be determined
`and used to analyze the component efficiencies of various
`power consuming components of the vehicle. Such as the
`transmission, power take-off, drive axle assembly and fan of
`the work vehicle. Based on the load power requirement and
`the calculated power consumption of Such components, a
`plurality of candidate engine settings (e.g., pairs of specific
`engine speeds and engine torques) may be selected and
`analyzed to determine which engine settings may be used as
`the target engine settings for minimizing fuel consumption.
`The engine operation may then be controlled based on the
`target engine settings and the transmission ratio of the
`transmission may be adjusted to achieve a desired ground
`speed for the work vehicle.
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`cally controlled using an electronic controller 116 of the
`work machine 10. For example, as shown in FIG. 2, the
`controller 116 may be communicatively coupled to the pump
`36 via a suitable communicative link 46 so that the angle of
`a swash plate of the pump 36 (the Swash plate being denoted
`by a diagonal arrow 48 through pump 36) may be adjusted
`through a range of positions, thereby adjusting the trans
`mission ratio of the transmission 24.
`Referring still to FIG. 2, the planetary unit 32 of the
`transmission 24 may generally include a primary Sun gear
`NS1 mounted on a planetary input shaft 50. As shown, the
`planetary input shaft 50 may be coupled to the engine 22 via
`a forward directional clutch 52 or a reverse directional
`clutch 54. In addition, the planetary unit 32 may be config
`ured to be selectively coupled to the load L. coupled to the
`hydrostatic unit 30 and selectively coupled to the engine 22,
`all under automatic control of the controller 116. For
`example, for coupling the planetary unit 32 to the load L, the
`transmission 24 may include an output shaft 56 coupled to
`the load L which carries an input gear N18 engaged with an
`output gear N17 on a range /2 shaft 58 of the range gear set
`34 and a gear N22 engaged with a gear N19 on a range 34
`shaft 60 of the range gear set 34. The range /2 shaft 58 may,
`in turn, be coupled to the planetary unit 32 via automatic
`operation of range selectors or clutches R1 and R2 for power
`flow through gears N13 and N14, or N15 and N16, respec
`tively. Similarly, the range 34 shaft 60 may be coupled to the
`planetary unit 32 via range selectors or clutches R3 and R4
`for power flow via gears N13 and N20, or N15 and N21,
`respectively. The range /2 and 3/4 shafts 58, 60 may also be
`simultaneously coupled to the planetary unit 32 to provide
`dual power flow. It should be appreciated that operation of
`the various clutches (e.g., the forward directional clutch 52.
`the reverse directional clutch 54, and clutches R1, R2, R3
`and R4) may be automatically controlled by the controller
`116 using Suitable actuators 62 communicatively coupled to
`the controller 116 via suitable communicative links 46.
`The controller 116 may also be communicatively coupled
`to a Swash plate actuator 64 for automatically controlling the
`angle of the swash plate of the pump 36. For example, the
`actuator 64 may be configured to move the Swash plate
`across a range of angles in response to control signals
`received from the controller 116. In addition, the controller
`116 may be coupled to any number of sensors for monitoring
`the various operating parameters of the transmission 24
`including, but not limited to, pressure sensors 66 for sensing
`the pressure within the conduits 38 connecting the pump 36
`to the motor 40 and/or for sensing the pressure of the
`hydraulic fluid within the various clutches of the transmis
`sion 24, speed sensors 68 for sensing speeds of the various
`shafts of the transmission 24 and/or any other suitable
`sensors. Similarly, the controller 116 may also be connected
`to the engine 22 (e.g., a speed governor of the engine 22) for
`receiving engine speed data and other information there
`from.
`Additionally, as shown in FIG. 2, the controller 116 may
`also be communicatively coupled to one or more operator
`controlled input device(s) 120 positioned within the cab 18
`via a suitable communicative link 46. For example, as will
`be described below, the work vehicle 10 may include an
`input device 120 (e.g., the control lever 20 and/or foot pedal
`21 shown in FIG. 1) that allows the operator to provide a
`speed command to the controller 116 corresponding to a
`desired ground speed for the vehicle 10.
`During operation, the transmission 24 may be operated to
`have a combined hydrostatic and mechanical power flow by
`engaging the reverse directional clutch 54 to the power
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`planetary unit 32 via gears N1, N3, N5 and N7 or by
`engaging the forward directional clutch 52 to power the
`planetary unit 32 via gears N1, N8, and N2. Alternatively,
`the transmission 44 may be operated to have a pure hydro
`static power flow by disengaging both of the directional
`clutches 52, 54. Regardless, the transmission 24 may pro
`vide a seamless transition between ranges to provide work/
`road configurations as desired. In particular, speed changes
`from Zero to the maximum speed within each speed range of
`the transmission 24 may be achieved in a Smooth and
`continuous manner by automatically changing the Swash
`plate angle of the pump 36 via control signals transmitted
`from the controller 116.
`Referring still to FIG. 2, the transmission 24 may also
`include a parking brake 70 operably positioned on the load
`shaft 56. In several embodiments, the parking brake 70 may
`be communicatively coupled to the controller 116 (via a
`suitable communicative link 46) for automatic control
`thereof. For example, the controller 116 may be configured
`to proportionally or gradually engage the parking brake 70
`as well as gradually release or disengage the parking brake
`70. In such embodiments, the pressure of the hydraulic fluid
`Supplied to the parking brake 70 may be controlled using an
`automatic valve (e.g., a proportional pressure reducing
`valve) configured to be operated via control signals trans
`mitted from the controller 116. As is generally understood,
`the parking brake pressure may be inversely related to the
`parking brake torque. Thus, contrary to the various clutches
`of the transmission 24, the parking brake 70 may be
`designed such that it is engaged when the pressure within the
`brake 70 is reduced and disengaged when the pressure
`within the brake 70 is increased.
`It should be appreciated that the configuration of the
`transmission 24 shown in FIG. 2 simply illustrates one
`example of a suitable transmission with which the disclosed
`system and method may be utilized. Thus, one of ordinary
`skill in the art should appreciate that application of the
`present subject matter need not be limited to the particular
`transmission 24 shown in FIG. 2, but, rather, the present
`Subject matter may be advantageously used with various
`types/configurations of transmissions. For example, in addi
`tion to a continuously variable transmission, the disclosed
`system and method may also be advantageously applied to
`a work vehicle 10 including a power shift transmission.
`Referring now to FIG. 3, a schematic diagram of one
`embodiment of a system 100 for reducing the fuel consump
`tion of a work vehicle 10 is illustrated in accordance with
`aspects of the present Subject matter. As shown, the system
`100 may include various drive train components of the work
`vehicle 10, Such as the engine 22, the transmission 24 and
`the drive axle assembly 26. As is generally understood, the
`drive axle assembly 26 may include a differential 102
`coupled to the transmission output shaft 56 and one or more
`axle shafts 104 coupled to the differential 102 for transfer
`ring power to the drive wheels of the vehicle 10 (e.g., the
`rear wheels 14).
`Additionally, the system 100 may include various other
`power consuming components of the work vehicle 10. For
`example, as shown in FIG. 3, the system 100 may include a
`fan 106 coupled to an output shaft 108 of the engine 22 for
`generating an airflow through a cooling system (not shown)
`of the work vehicle 10. Moreover, the system 100 may also
`include a power take-off (PTO) 110 configured to transfer
`power from the engine 22 to one or more implements via a
`PTO shaft 112. For instance, as shown in FIG. 3, in one
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`embodiment, the PTO 110 may form part of the transmission
`22 and may be configured to be engaged via a PTO clutch
`114.
`As will be described below, the various drive train com
`ponents and other power consuming components of the
`work vehicle 10 may generally operate at different efficien
`cies, with each component consuming varying amounts of
`power at differing vehicle operating parameters. As such, the
`most efficient operating conditions for one component may
`result in decreased efficiency for one or more other vehicle
`components. For example, the efficiency of the transmission
`24 may be relatively low when the engine settings (i.e.,
`engine speed and engine torque) are selected to provide the
`most fuel efficient engine operation. Thus, in accordance
`with aspects of the present subject matter, the disclosed
`system 100 and method 200 (FIG. 4) may be utilized to
`enhance fuel efficiency and achieve performance/productiv
`ity requirements by taking into account the individual com
`ponent efficiencies of the various power consuming compo
`nents of the work vehicle 10.
`As shown in FIG. 3, the system 100 may also include a
`controller 116 configured to control the operation of one or
`more components of the work vehicle 10. Such as the engine
`22 and the transmission 24. For example, the controller 116
`may be communicatively coupled to an engine governor 118
`in order to control and/or monitor the speed of the engine 22.
`Similarly, as indicated above, the controller 116 may be
`coupled to various components of the transmission 22 (e.g.,
`the clutch actuators 62 and/or the swash plate actuator 64) in
`order to control the transmission 24 in a manner that
`provides a continuously variable transmission ratio.
`It should be appreciated the controller 116 may generally
`comprise any suitable processor-based device known in the
`art. Thus, in several embodiments, the controller 116 may
`include one or more processor(s) and associated memory
`device(s) configured to perform a variety of computer
`implemented functions. As used herein, the term “processor
`refers not only to integrated circuits referred to in the art as
`being included in a computer, but also refers to a controller,
`a microcontroller, a microcomputer, a programmable logic
`controller (PLC), an application specific integrated circuit,
`and other programmable circuits. Additionally, the memory
`device(s) of the controller 116 may generally comprise
`memory element(s) including, but are not limited to, com
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`puter readable medium (e.g., random access memory
`(RAM)), computer readable non-volatile medium (e.g., a
`flash m