Tractor hitch control system

Abstract: A system for the control of a tractor implement hitch (10, 13) in response to a selected operating parameter such as hitch position or draft force. The system enables the desired value of the selected parameter to be set (S) and this desired value is compared in a first comparator (P, D) with the actual sensed value of the parameter to provide a first error signal (E). A velocity setting function (VS) is provided which sets a hitch velocity (v) relative to the tractor which is dependent on the magnitude of the first error signal. The actual hitch velocity is sensed and compared with the set velocity in a second comparator (V) to provide a second error signal. The system responds to the second error signal to control the position of the hitch so as to reduce the first and second error signals to zero.

Description: This invention relates to a system for the control of a tractor hitch relative to a tractor and is divided out of co-pending European Application No. 87302289.1. Electronic control systems for the control of the position of an implement hitch relative to a tractor are well known. In general the control is performed in response to an operating parameter of the tractor and/or hitch and is achieved by comparing a set value of the chosen operating parameter with the actual value of the parameter to produce an error signal which is used to command movement of the hitch so as to tend to reduce the error signal to zero. One such system is described in EP 0151323. It includes sensors for sensing the actual value of a number of operating parameters (wheel slip, engine speed, draft force and implement or rockshaft position) and means for setting desired values of each of these parameters. An error signal is derived for each parameter by comparing the desired and actual values, then a composite error signal is generated. The hitch is then controlled in response to the composite error signal. It is an object of the present invention to provide an improved form of control system for the control of a tractor implement hitch. Thus according to the present invention there is provided a tractor hitch control system for the control of the position of an implement hitch relative to a tractor in response to an operating parameter of the tractor and/or hitch using a hitch actuator connected between the hitch and the tractor, the control system comprising: means for setting a desired value of the operating parameter, means for sensing the actual value of the operating parameter, first comparator means for comparing the desired and actual values of the operating parameter to provide a first error signal, and control means responsive to said error signal for controlling the hitch actuator, the system being characterised in that: a velocity setting function is provided for setting a hitch velocity relative to the tractor which is dependent on the magnitude of the first error signal, means are provided for providing a signal representative of the actual hitch velocity, second comparator means are provided for comparing the set and actual velocities of the hitch to provide a second error signal, and the control means is arranged to respond to the second error signal to control the hitch actuator so as to tend to reduce the first and second error signals to zero. One embodiment of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which: Figure 1 is a diagrammatic representation of a tractor hitch control system, Figure 2 is a curve showing the variation of the set velocity with the control parameter, and Figure 3 is a curve showing the build up with time of the start-up signal applied by the control system. Referring to Figure 1 the tractor hitch comprises a pair of draft links 10 (only one of which is shown in Figure 1) and a top link (not shown) which are pivoted on to the rear of a tractor main housing 11. The position of the draft links 10 relative to the housing 11 is controlled by a hydraulic ram 12 which is connected with the draft links 10 via a conventional rotatable cross-shaft 13 which carries a pair of lift arms 23 and lift rods 24. The control system is designed to control the rotational movement of the cross-shaft 13 thus controlling the position of the associated draft links 10. The control of the supply of pressurised hydraulic fluid to the ram 12 and the venting of hydraulic fluid from the ram is effected by a solenoid operated spool valve 14 which is supplied with pressurised fluid by a pump 15 and which vents fluid to reservoir 16. In the system shown in Figure 1 the movement of the cross-shaft 13 and hence the draft links 10 is arranged to be controlled in accordance with values of the parameters of "hitch position" and "draft force" imposed on the hitch. The desired value of hitch position or draft force is set by the operator using the setting means S which may conveniently comprise a rotary or linear potentiometer. This set value is fed to one input of a hitch position comparator P and a draft force comparator D. The other input of position comparator P is fed with the actual position of the cross-shaft 13 using a position sensor 17 which contacts a cam 17' which rotates with shaft 17. The other input of the draft force comparator D is fed with the actual draft force imposed on the draft links 10 by the implement from a draft force sensor 18. It will be appreciated that the position sensors 17 and draft force sensor 18 may be of any suitable type which is capable of providing an electrical signal proportional to either hitch position or draft force and may be arranged to act on any component which either moves with the hitch or its subjected to draft force. When the control system is to operate in accordance with the hitch position parameter, switch 19 is set in the full line position shown in Figure 1 and the position error emerging from position comparator P is fed to the remainder of the control system. Similarly, when the control system is to operate in accordance with the draft force parameter the switch is moved to the dotted line position 19' thus connecting the draft force error signal leaving comparator D to the remainder of the control system. In accordance with the present invention, the output from comparator P or comparator D is fed to a velocity setting function VS which sets in effect a rotational velocity v for the cross-shaft 13 which is dependent on the magnitude of the position or draft force error E in accordance with the curve shown in Figure 2. Thus the larger the error the greater the set velocity within maximum and minimum velocity values shown, for example by lines X and Y in Figure 2. Typically, the maximum and minimum velocity values X and Y are, say, 43cm/set and 3cm/set respectively. As can be seen from figure 2 the error signal has a deadband Z within which no corrective action is taken. The output of the velocity setting function VS is fed to one input of a velocity comparator V. The other input of comparator V receives signals from a differentiator 20 which differentiates the position signal from sensor 17 with respect to time to provide a signal proportional to the actual velocity of cross-shaft 13. The output of comparator V is processed by a proportional/integral control designated PI in Figure 1 and this processed signal is then fed to a pulse width modulation unit designated PWM in Figure 1 via a summing junction SJ. This PWM unit, dependent on the value and sign of the signal from comparator V and PI control, then issues signals via line 21 to oscillate a "raise" solenoid R of valve 14 in order to supply pressurised fluid to ram 12 and thus raise the draft links 10 or may supply signals via line 22 to oscillate a "lower" solenoid L of valve 14 thus connecting the ram 12 to reservoir 16 and thus allowing the draft links 10 to lower under gravity. If there is no error signal emanating from comparator V, then the PWM modulating unit will not issue signals via line 21 nor via line 22 and the valve 14 will be locked in its central neutral position, as shown in Figure 1, thus locking the draft links 10 in their current position. Thus with the tractor implement control system described above, the operator can, for example, set the switch 19 in the figure shown in Figure 1 and thus opt to control the position of the draft links 10 in accordance with the desired position set on the setting means S. When operating in this so-called "position control" mode the position error signal E is relayed via switch 19 to the velocity setting function VS. As indicated above, the larger the position error the higher will be the velocity v set by the unit VS. Velocity comparator V provides a velocity error signal by comparing the set velocity from unit VS with the actual cross-shaft velocity from differentiator 20. This velocity error signal is processed in the PI control unit and an appropriate raise or lower signal is transmitted to the appropriate solenoid of valve 14 so as to tend to reduce both the velocity and the position errors to zero. Once the position error from comparator P is within deadband Z no further corrective action is applied by the PWM unit and the valve 14 is thus held locked in its neutral position until the next position error is detected whereupon the process is repeated. It will be appreciated that the control system can operate in the so-called "draft control" mode by moving the switch to position 19'. The system operates in exactly the same manner as described above except that the velocity setting function VS sets velocities dependent on the draft-force error from comparator D and no further corrective action is applied once the draft force error signal is within deadband Z. Also the provision of the velocity setting unit VS and the velocity feed-back loop ensures a quicker response than would be achieved with a system operating with position or draft force feed-back loops only. Whilst the above system does function, as indicated above, such a system will not be ideal in response characteristics due to the somewhat unpredictable nature of the response of solenoid valves to a given magnitude of control signal. To mitigate the above problems the system is provided in accordance with co-pending European Application 87302289.1 with a start-up control function designated SUC in Figure 1 which receives the error signal from either the position comparator P or the draft comparator D and provides signals to the PWM unit via summing junction SJ as will be described below. If the system is operating in position control mode, as shown by the position of switch 19 in Figure 1, each time the system detects the presence of a position error from comparator P outside the deadband Z the start-up control unit issues a signal to the PWM unit to send a start-up signal SUS [represented at AO in Figure 3 which shows a typical variation of SUS with time (T)] to operate either the raise or lower solenoid of valve 14 dependent on the sign of the position error signal. The magnitude of signal AO (which represents a given PWM value) is preferably arranged to be just slightly less (say 5 or 10 percent) than the minimum signal expected to be necessary to produce movement of cross-shaft 13 in order to ensure a smooth and less jerky initial response. This minimum signal level is easily determined by the system designer when testing prototype systems. If as a result of applying the start-up signal AO no velocity signal is obtained from differentiator 20 (indicating that the cross shaft 13 has not moved) the magnitude of the start-up signal is increased (in the example described in a linear manner using fast integration as shown by portion B of Figure 3) until a signal is obtained from differentiator 20 (see point C in Figure 3) thus indicating that the cross-shaft 13 has begun to move. Typically point C occurs at say 150ms whilst the PWM frequency is say 60 HZ or a period of 16ms. The emergence of the velocity signal from the comparator 20 is arranged to switch out the start-up control function so that control of the further movement of cross-shaft 13 is dependent solely on the velocity error signals from comparator V which are processed by the PI control system as indicated by portion D of Figure 3. This switching out of the SUC unit is shown diagrammatically in Figure 1 by dotted line 25 connecting the differentiator 20 and the SUC unit. There is always a tendency for the movement of the spool of valve 14 to lag behind the signal applied to the valve by the PWM unit. Thus when movement of cross-shaft 13 is detected at point C in Figure 3, the actual amount of valve spool movement which will have taken place will be fractionally less than that which should occur due to the application of a signal of value CO. Thus after the switching out of the SUC function, when the control of the system is dependent solely on the PI control, the PWM unit is arranged to take over control at a datum signal level C'O (see portion D of Figure 3) which is slightly lower than signal CO. This datum signal level D is held in the SUC function during the correction of a given position error and used as the datum relative to which the PWM unit operates during the correction of that particular position error. As will be appreciated, the initial application of the start-up signal AO to the appropriate solenoid of valve 14 significantly increases the speed of response of the control system to the appearance on each position error signal since the rate of increasing the valve control signal is greater than that which can be obtained from PI control alone. The performance of the system is still further improved by arranging the start-up control function to store the magnitude of the start-up signal necessary to produce an actual velocity signal from comparator 20 at the commencement of each correction of a position error. This stored value of start-up signal may then be used to adjust the level of subsequently applied start-up signals in subsequent position error corrections. For example, referring to Figure 3, if the system applies a start-up signal AO to the valve and no movement of the cross-shaft 13 is detected until the start-up signal has risen to the value CO as described above, the start-up control unit will store the signal magnitude CO and can be arranged to adjust the initial start-up signal AO by an appropriate number of predetermined increments if the difference between the actual signal CO and the initially applied signal AO is greater than the maximum expected variation in the start-up signal. This variation is designated W in Figure 3 and is easily determined by the designer of a specific system during testing of prototype systems. It will be appreciated that the start-up signal AO may be either increased or decreased in the above manner depending on whether the actual magnitude of the signal necessary to produce movement of the cross-shaft 13 is greater than or less than the initially applied start-up signal AO. Further controls may be applied by the start-up control unit. For example, if movement of the cross-shaft 13 occurs before a minimum specified delay (say of the order of 50-150ms) the system may be configured to insure that no adjustment of the start-up value AO is made. This protects against detection of false start-up values caused by movements of the hitch as a result of external disturbances such as striking submerged rocks or other objects. As will be appreciated the system operates in draft control mode when the switch 19 is in position 19'. With the switch in this position operation of the system is the same as in the position control mode except that the velocity setting function VS sets velocities for cross-shaft 13 dependent on the draft force error from comparator D. It will be appreciated that the control system of the present invention is particularly suitable for execution using one or more microprocessors and that the diagrammatic flow chart type depiction of the invention has been used to simplify the basic explanation of the principles of operation of the control system.

Claims: A tractor hitch control system for the control of the position of an implement hitch (10, 13) relative to the tractor (11) in response to an operating parameter of the tractor and/or hitch using a hitch actuator (12) connected between the hitch and the tractor, the control system comprising: means (S) for setting a desired value of the operating parameter, means (17, 18) for sensing the actual value of the operating parameter, first comparator means (P, D) for comparing the desired and actual values of the operating parameter to provide a first error signal, and control means (PI, PWM) responsive to said error signal for controlling the hitch actuator, the system being characterised in that a velocity setting function (VS) is provided for setting a hitch velocity (v) relative to the tractor which is dependent on the magnitude of the first error signal, means (20) are provided for providing a signal representative of the actual hitch velocity, second comparator means (V) are provided for comparing the set and actual velocities of the hitch to provide a second error signal, and the control means is arranged to respond to the second error signal to control the hitch actuator so as to tend to reduce the first and second error signals to zero. A control system according to Claim 1 characterised in that the means (20) for providing the signal representative of the actual hitch velocity comprises a differentiator (20) which differentiates a hitch position signal derived from a hitch position sensor (17). A control system according to Claim 1 or Claim 2 characterised in that the control means (PI) includes a deadband function (Z) such that if the first error signal is within the set deadband no corrective action is taken by the system. A control system according to any one of Claims 1 to 3 characterised in that the control means (PI, PWM) provides a control signal to the hitch actuator using a pulse width modulation technique.

Inventors: BELLANGER REGIS, GRAASKAMP WILLIAM JAMES, BELLANGER, REGIS, GRAASKAMP, WILLIAM JAMES
Applicants: MASSEY FERGUSON SA, MASSEY FERGUSON S.A.
Application year: 1987
Main classification: A01B63
IPC codes: A01B63, F15B9