Patent Publication Number: US-7899584-B2

Title: Method of controlling a vehicle based on operation characteristics

Description:
TECHNICAL FIELD 
     The present disclosure relates generally to a method of controlling a vehicle, and more particularly, to a method of controlling a vehicle based on operation characteristics. 
     BACKGROUND 
     Mining and large scale excavating operations may require fleets of haulage vehicles to transport excavated material, such as ore or overburden, from an area of excavation to a destination. For such an operation to be productive and profitable, the fleet of haulage vehicles must be efficiently operated. Efficient operation of a fleet of haulage vehicles is affected by numerous operation characteristics. For example, the grade and character of haul routes and the amount of payload have direct effects on haulage cycle time, equipment component wear, and fuel consumption which, in turn, directly affect productivity and profitability of the operation. 
     In order to reduce inefficiencies in the operation of the haulage vehicles, the vehicles may be provided with technology for monitoring various operation characteristics. Data from monitoring equipment may be collected, processed, and compared to a standard in order to determine any corrective measures that may be desired or required. 
     One method of controlling an automobile based on one or more sensed operating characteristics is described in U.S. Pat. No. 5,510,982 (the &#39;982 patent) issued to Ohnishi et al. The &#39;982 patent describes a method for automatically selecting a predetermined shift gear based on a stored preset shift pattern. The shift gear may be selected based on a sensed vehicle speed, a sensed throttle valve opening, an estimated vehicle weight, and an estimated running load. 
     The system of the &#39;982 patent provides a system for autoshifting a transmission of an automobile based on operation characteristics that are sensed in real time. Such a system may shift into a lower gear over relatively steeper portions of the terrain and then shift into a higher gear over relatively flatter portions of the terrain. However, since the system operates based on characteristics that are sensed in real time while the automobile is traveling along its route, the system may tend to “gear hunt” in situations such as when traveling over bumpy terrain. In such situations, the system may repeatedly shift between first and second gears without providing any significant advantages with respect to speed or fuel consumption. Each shift may result in a loss of energy, and the transmission may operate less efficiently when shifting than when operating in gear. This may result in slower cycle times, greater fuel use, and a less efficient operation of the automobile. 
     The disclosed method is directed to overcoming one or more of the problems set forth above. 
     SUMMARY OF THE INVENTION 
     In one aspect, the present disclosure is directed to a method of controlling a vehicle. The method includes determining an operation assigned to the vehicle along at least one segment of a route assigned to the vehicle and determining at least one control parameter of the vehicle based on at least one operation characteristic. The at least one operation characteristic relates to the operation assigned to the vehicle. The at least one control parameter is determined before operating the vehicle on the assigned route. 
     In another aspect, the present disclosure is directed to a system for controlling a vehicle. The system includes a controller and memory coupled to the controller. The controller is configured to determine an operation assigned to the vehicle along at least one segment of a route assigned to the vehicle and determine at least one control parameter of the vehicle based on at least one operation characteristic before the vehicle operates on the assigned route. The at least one operation characteristic relates to the operation assigned to the vehicle. 
     In a further aspect, the present disclosure is directed to a method of controlling a vehicle. The method includes determining at least one control parameter of the vehicle associated with each of a plurality of payload amounts. The at least one control parameter is associated with an operation of the vehicle along at least one segment of a route of the vehicle. The method also includes measuring a payload amount and determining a target control parameter based on the determined control parameters and the measured payload amount. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic and diagrammatic representation of an exemplary mine layout; 
         FIG. 2  is a schematic and diagrammatic illustration of an exemplary drive train of a haulage vehicle; 
         FIG. 3  is a schematic and diagrammatic illustration of an exemplary communicating device of a haulage vehicle; 
         FIG. 4  is a schematic and diagrammatic illustration of an exemplary haulage vehicle monitoring system; 
         FIG. 5  is a flow chart illustrating an exemplary method of controlling the haulage vehicle; 
         FIG. 6  is a flow chart illustrating another exemplary method of controlling the haulage vehicle; 
         FIG. 7  is a flow chart illustrating a further exemplary method of controlling the haulage vehicle; and 
         FIG. 8  is a flow chart illustrating yet another exemplary method of controlling the haulage vehicle. 
     
    
    
     DETAILED DESCRIPTION 
     Reference will now be made in detail to the present exemplary embodiments of the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. 
       FIG. 1  schematically and diagrammatically illustrates an open pit mine operation  10  including an open pit mine  12  and a processing region  14  which may be, but is not required to be, on top of a dumping mound  15 . The open pit mine  12  is connected to the processing region  14  by at least one haul route  16 , which includes haul route segments  18  between designated letters A, B, C, etc. A fleet of haulage vehicles  20  may travel from the area of excavation of the open pit mine  12  along the haul route  16  to the processing region  14 . In the open pit mine  12 , another machine  22  may operate to excavate material, which may be ore or overburden and which may be loaded into the haulage vehicles  20 . The haulage vehicles  20  may carry a payload, e.g., the excavated material, when traveling from the open pit mine  12  to the processing region  14 . Thus, in an exemplary haulage cycle, a payload may be loaded onto the haulage vehicle  20 , the haulage vehicle  20  may travel along its assigned haul route  16  from the mine  12  to the processing region  14 , where the payload may be unloaded from the haulage vehicle  20 , and then the haulage vehicle  20  may travel along its assigned haul route  16  back to the mine  12  from the processing region  14 . Each haulage vehicle  20  may be assigned to a specific haul route  16  for a particular day, week, or other period of time, or until a particular haulage operation is completed. 
     The haulage vehicle  20  may be a large, off-road vehicle. It should be noted that the disclosed embodiment may be applicable to other types of haulage vehicles such as, for example, on-highway trucks or other earth moving machinery capable of carrying a payload. The disclosed embodiment may also be applicable to a mobile machine that performs some type of operation associated with an industry such as mining, construction, farming, transportation, or any other industry known in the art. For example, the machine may be a commercial machine, such as a truck, crane, earth moving machine, mining vehicle, material handling equipment, farming equipment, marine vessel, aircraft, an excavator, a dozer, a loader, a backhoe, a motor grader, a dump truck, or any type of machine that operates in a work environment such as a construction site, mine site, power plant, etc. 
     The point of excavation within the mine  12  and the processing region  14  may be at different elevations. As a result, the haulage vehicles  20  may transport excavated material along the haul route  16  at least in part from a lower elevation to a higher elevation. The haul route  16  may be designed with such a grade as to permit the haulage vehicles  20  to negotiate the portion of a haulage cycle from the excavation area within the mine  12  to the processing region  14  while carrying a payload at or near the maximum rated payload for the haulage vehicle  20 . Alternatively, the haul route  16  may vary significantly from the ideal, and the weight of one payload may likewise vary substantially from the weight of another payload. 
     The haulage vehicle  20  may include a load measuring system (not shown) that can measure a weight of the payload loaded onto the haulage vehicle  20 . Alternatively, a load measuring system may be provided on the machine  22  that loads the payload onto the haulage vehicle  20 , and the machine  22  may communicate the measured payload amount to the haulage vehicle  20  and/or an off-board central computer system  72  ( FIG. 4 ). 
       FIG. 2  illustrates an exemplary drive train  30  that may be included in the haulage vehicle  20 . The drive train  30  includes an internal combustion engine  32 , a multi-speed transmission  34 , and a work system  35 . While this exemplary embodiment utilizes an internal combustion engine, the present invention is not necessarily so limited. The work system  35  of the exemplary embodiment may include wheels and may also include differentials, axles, tracks, or other mechanisms used to propel the haulage vehicle  20 . Additionally, a fluidic torque converter  36  may also be provided between the engine  32  and the transmission  34 . In particular, the input shaft  38  of the transmission  34  is driven by the engine  32  via an engine drive shaft  37  and the torque converter  36 . The input shaft  38  drives the transmission  34 , which in turn drives a transmission output shaft  39 . The transmission output shaft  39  in turn drives the work system  35 , which propels the haulage vehicle  20 . 
     The transmission  34  may be a six-speed automatic transmission and may include a gear assembly and one or more clutch assemblies configured to provide a plurality of forward and/or reverse gear ratios that correlate to a ratio of the input speed of the transmission  34  to the output speed of the transmission  34 . For example, the transmission  34  may include one or more planetary gear trains and one or more clutches configured to selectively engage such that the transmission  34  provides a plurality of forward and/or reverse gear ratios. Other types of transmissions known to those skilled in the art may be used, such as a high-low range transmission (e.g., a transmission having one or two transfer gears for selecting a high or low speed range), a split torque or dual path hybrid transmission (e.g., a transmission having a mechanical power flow path and a parallel hydraulic or electric motor power flow path), etc. 
     The exemplary transmission  34  includes a number of gear ratios which can be selectively engaged or disengaged from the transmission output shaft  39  during operation of the drive train  30 . In particular, during an upshift from a first gear ratio to a second gear ratio, the first gear ratio is disengaged from the transmission output shaft  39  and the second gear ratio is engaged to the transmission output shaft  39 . Similarly, during a downshift from the second gear ratio to the first gear ratio, the second gear ratio is disengaged from the transmission output shaft  39  and the first gear ratio is engaged to the transmission output shaft  39 . It should be appreciated that the terms “first gear ratio,” “second gear ratio,” and “third gear ratio” apply to any adjacent gear ratios between which an upshift or downshift may be initiated and does not imply the lowest three gear ratios of the transmission  34 . In an exemplary embodiment, the transmission  34  may provide three forward gear ratios and three reverse gear ratios, which generally provide six speed ranges, e.g., one speed range corresponding to each gear ratio. Alternatively, there may be more or less speed ranges than the number of gear ratios available in the transmission  34 . 
     The drive train  30  may further include a control apparatus  40 . The control apparatus  40  may include an actuator assembly  42  having a number of actuators  44 . Each actuator  44  is operable to selectively engage or disengage one of the gear ratios of the transmission  34  with the transmission output shaft  39  in response to a control signal received via a respective signal line  48 . The control apparatus  40  further includes a controller  46  which receives inputs and based on the inputs, generates shift signals which are directed to the actuators  44  via the signal lines  48 . For example, to cause the upshift from the first gear ratio to the second gear ratio, the controller  46  generates an upshift signal which causes the actuator  44  associated with the first gear ratio to disengage the first gear ratio from the transmission output shaft  39  and causes the actuator  44  associated with the second gear ratio to engage the second gear ratio to the transmission output shaft. Similarly, to cause the downshift from the first gear ratio to the second gear ratio, the controller  46  generates a downshift signal which causes the actuator  44  associated with the second gear ratio to disengage the second gear ratio from the transmission output shaft  39  and causes the actuator  44  associated with the first ratio to engage the first gear ratio to the transmission output shaft  39 . 
     The controller  46  may also receive various other input signals representative of the haulage vehicle system parameters, including, but not limited to, an engine speed signal from an engine speed sensor  50 , a transmission input speed signal from a transmission input speed sensor  52 , and a transmission output speed signal from a transmission output speed sensor  54 . The sensors  50 ,  52 ,  54  may be conventional electrical transducers, such as, for example, a magnetic speed pickup type transducer. 
     The controller  46  may include a number of conventional devices including a microprocessor (not shown), a timer (not shown), input/output devices (not shown), and a memory device  56 . Stored in the memory device  56  may be one or more operation characteristics relating to the operation of the haulage vehicle  20 . For example, the operation characteristics may include haulage characteristics, i.e., characteristics associated with a particular haulage operation, e.g., along the assigned haul route  16 . Haulage characteristics may include, but are not limited to, measured and/or target payload amount, vehicle weight, control parameters (e.g., gear selection along the haul route, vehicle speed along the haul route, etc.), haul route characteristics, etc. The haulage characteristics may be predetermined prior to the haulage operation and may be different at various points or segments  18  of the assigned haul route  16 . The operation characteristics may be preprogrammed, e.g., at the factory, at the mine site  12 , or at another location on or away from the assigned haul route  16 . The operation characteristics may also be transmitted to the haulage vehicle  16  and stored in the memory device  56 , as described below. 
     The control apparatus  40  may also include a communicating device  58  configured to communicate information to and from the controller  46 .  FIG. 3  illustrates an embodiment of the communicating device  58 . The communicating device  58  may be electronically connected, e.g., via an equipment interface  60 , to other components of the haulage vehicle  20  in order to receive power from the components, and/or to transfer component/operation related information to and from the components, such as the controller  46 . Alternatively, the communicating device  58  may include its own power source. The communicating device  58  may also include a position determining system  62 , which may include a global positioning satellite (GPS) receiver and associated hardware and software, for receiving and determining machine location related information. Based on the location information, the communicating device  58  may determine the location of the haulage vehicle  20 , portions of the haulage vehicle  20 , or elements associated with the haulage operation. Alternatively, the position determining system  62  may be located elsewhere on the haulage vehicle  20 , and the machine location information may be delivered to the communicating device  58 . 
     The communicating device  58  may communicate information to and from a remote data facility, such as the central computer system  72  ( FIG. 4 ), and may receive information and/or request information from the central computer system  72 . The communicating device  58  may include a wireless data link transceiver  64  to communicate with the central computer system  72  and/or the communicating devices  58  of other haulage vehicles  20 . In one embodiment, the data link is a wireless communication link, and the wireless communication link may include a satellite data link, cellular data link, radio frequency data link, or other form of wireless data link. In addition, the network may include a local data link (not shown) for access by service personnel. The communicating device  58  may also include a real time clock  66  from which the time of day and date may be determined. 
     The communicating device  58  may include a controller  68 . The controller  68  may be configured to receive messages from the central computer system  72 , position information from the positioning system  62 , time information from the real time clock  66 , equipment information from the equipment interface  60 , and responsively monitor the position, time and/or operation of the haulage vehicle  20 , and deliver the monitoring information to the central computer system  72 . The controller  68  may also include memory for storing information when appropriate. The memory may include a database (not shown) having information associated with the haulage operation. 
       FIG. 4  illustrates an embodiment of a haulage vehicle monitoring system  70 . The haulage vehicle monitoring system  70  may include a plurality of the communicating devices  58 , each associated with one of the haulage vehicles  20 . The communicating devices  58  may be configured to communicate with the central computer system  72 , and/or each other through a communication network  74 . The communication network  74  may include a wireless network, wired network, or a combination thereof. The wireless network may include a satellite network, a cellular network, a radio frequency network, and/or other forms of wireless communication. In addition, the communication network may include wired network such as a network with a modem with access to a public, or private, telephone line, a fiber optic or coaxial cable based network, a twisted pair telephone line network, or any other type of wired communication network. 
     The central computer system  72  may be a controller that is programmed and configured for receiving and processing information from each of the haulage vehicles  20  and also for transmitting information to each of the haulage vehicles  20 . For example, the central computer system  72  may include a number of conventional devices including a microprocessor (not shown), a timer (not shown), input/output devices (not shown), a memory device (not shown), and a communicating device (not shown). The central computer system  72  may be located proximate the haulage operation or at a considerable distance remote from the haulage operation. The central computer system  72  may be located in a remote station, a monitoring facility, a central data facility, or other facility capable of exchanging information with at least one haulage vehicle communicating device  58 . For example, the central computer system  72  may be located in a fixed or mobile office capable of communicating and processing equipment/process information, or capable of passing the information to another facility to perform this analysis. The central computer system  72  may be located within or close to the mine operation  10 , or at a facility situated at a remote location. The central computer system  72  may be suitably programmed and configured to compare the information received from the fleet of haulage vehicles  20  with predetermined data. The predetermined data may be idealized data representative of a desired result. 
       FIG. 5  is a flow chart of an exemplary process for controlling the haulage vehicles  20  consistent with certain disclosed embodiments. In one embodiment, the process of  FIG. 5  may be executed by the central computer system  72  one or more times during the lifetime of each haulage vehicle  20  (e.g., following an assembly of the haulage vehicle  20 , before the haulage vehicle  20  has been delivered to the mine site  12 , and/or after delivery of the haulage vehicle  20  to the mine site  12 ). Steps  100 - 108  may be executed once, after a predetermined event has occurred, or periodically at regular time intervals. 
     One or more surveying or monitoring entities (not shown) may be used to compile information relating to the haul routes  16  of the mine site  12 . The information relating to the haul routes  16  may be used to map the haul routes  16  of the entire mine operation  10 , or a portion of the mine operation  10  that includes the haul routes  16  used in the haulage operation of one or more of the haulage vehicles  20 . The information relating to the haul routes  16  may be transmitted to the central computer system  72 , and the central computer system  72  may generate one or more maps based on the transmitted information (step  100 ). Alternatively, or in addition, the surveying entity may generate the map based on the information relating to the haul routes  16  and may transmit the map to the central computer system  72 , and/or the surveying entity may transfer the information relating to the haul routes  16  to a mapping entity (not shown) that may generate the map based on the transmitted information and transmit the map to the central computer system  72 . 
     The map may indicate one or more operation characteristics, such as one or more haul route characteristics, i.e., characteristics associated with the haul routes  16 . For example, the maps may show the location and profile of the haul routes  16  (e.g., x, y, and z coordinates determined using GPS data, curvature, length, elevation, etc.), and may reflect the existing condition of the haul routes  16  of the mine site  12  (e.g., road grade, moisture, total effective grade (e.g., road grade and rolling resistance due to tires, road resistance, and/or wind resistance), etc.). The map may also incorporate torque estimator data at one or more points along the drive train  30  that is determined, e.g., using a torque estimator system such as a system running software programmed with a torque estimating algorithm. The map may also include location information regarding entities such as obstacles and barriers. These obstacles may include existing structural entities, such as, for example, buildings, utilities infrastructure, fences, curbs, and any other structure to be avoided by the haulage vehicle  20 . Possible barriers may include intangible entities, such as, for example, easements, building envelopes, property lines, or any other type of arbitrary boundary. Other possible entities may include projected locations of obstacles or barriers that have yet to be established. The map may also include information regarding safety-related speed limits and may determine speed limits or other control-related information based on weather and road conditions (e.g., fog, dust, icy road conditions, wet road conditions, etc.) along one or more segments  18  of the haul routes  16 . These haul route characteristics may be sensed directly and/or derived from sensed data, e.g., by calculations performed with software. Equipment for gathering information relating to these haulage characteristics may include a GPS receiver or similar system. 
     Each of the maps may be in the form of one or more tables, graphs, and/or equations and may be based on a compilation of collected data. The surveying entities may include one or more personnel (e.g., surveyors) and/or one or more surveying machines that include a position monitoring system (e.g., a supervisory vehicle, mining truck, haulage vehicle  20 , or other machine  22 , etc.). A surveying machine with a position monitoring system may drive around the mine site  12  collecting information along the way. The surveying machine may record the haul route information and may transfer the recorded haul route information to the central computer system  72 , which may in turn generate the map of each haul route  16  of the mine site  12  from the transmitted haul route information. Alternatively, surveyors may input the haul route information directly into the central computer system  72 . As another alternative, the map may be downloaded or programmed from an outside source, such as the mapping entity. For example, when a haulage vehicle  20  is designated for use at a particular mine site  12 , pre-established maps of that mine site  12  may be downloaded or programmed into the central computer system  72 . Downloading or programming of information may be performed using external devices such as laptops, personal digital assistants (PDAs), etc. Information transfer to the central computer system  72  may also be performed wirelessly with a network connection to laptops, PDAs, etc., or to a central server at an offsite location. 
     One or more haulage vehicles  20  may be assigned to one or more specific haul routes  16 , and the assignment may be recorded in the central computer system  72  (step  102 ). The assignment may be performed automatically by the central computer system  72  or input into the central computer system  72 , e.g., by an operator. Each assignment may include information identifying the assigned haul route  16 , e.g., a map, or identifying the location of sites to which the haulage vehicle  20  travels. 
     The central computer system  72  may determine one or more control parameters for each haulage vehicle  20  associated with its assigned haul route  16  (step  104 ). The control parameters may relate to a specified operation of the haulage vehicle  20  over one or more segments  18  of the haul route  16 . For example, the control parameters may include, but are not limited to, a shift strategy including one or more shift points or a gear selection pattern (or shift pattern), characteristics relating to the management of parasitic loads such as accessories, characteristics relating to the management of fuel injection in the engine  32 , engine or hydraulic motor speed, torque output commands, pedal displacement commands, a maximum and/or minimum of one or more of these commands, etc., for the haulage vehicle  20  over one or more segments  18  of the haul route  16 . 
     The control parameter may be determined based on one or more operation characteristics relating to the operation of the haulage vehicle  20 , such as a weight of the haulage vehicle  20 , a haulage characteristic associated with the haulage operation assigned to the haulage vehicle  20 , etc. For example, the haulage characteristic may be the measured payload amount, a haul route characteristic associated with the assigned haul route  16  (e.g., location, curvature, length, elevation, road grade, total effective grade, moisture, torque estimate, etc.), etc. The haul route characteristics may be one or more of the haul route characteristics determined by the surveying entities and stored in the central computer system  72 , as described above. 
     The control parameter may be determined using an optimization algorithm stored in the central computer system  72 . The optimization algorithm may be used to optimize the determined control parameter based on one or more guidelines, such as minimizing a number of shifts, maximizing haulage vehicle speed, minimizing haulage cycle time, minimizing fuel consumption, minimizing component wear, minimizing cost per unit weight of payload, maintaining an economically efficient balance between one or more of these guidelines, etc. Control parameters may be determined using the optimization algorithm to provide desired haulage vehicle performance. These control parameters may be interchangeably characterized as optimum, target, or desired and are intended to embrace the particular parameters that, taken together, result in optimum, target, or desired productivity and efficiency in the haulage operation. Derivation of control parameters may be accomplished, for example, by use of simulation software, or by calculations that may be based on data gathered over a period of time. The central computer system  72  may also include an operator interface (not shown) to allow the operator to override one or more of the control parameters determined by the central computer system  72 . 
     Next, the central computer system  72  may transmit the control parameters to the respective haulage vehicles  20  (step  106 ). The central computer system  72  may also transfer the haul route assignments to the corresponding haulage vehicles  20 . The haul route assignment and control parameter may be stored in the respective memory device  56  of the haulage vehicle  20 . Then, the haulage vehicles  20  may be activated to perform their respective haulage operations along their assigned haul routes  16  and in accordance with the respective control parameters. The control parameters may override any control commands determined locally by the haulage vehicle  16 , such as shift points, control of parasitic loads such as accessories, control of fuel injection in the engine  32 , engine or hydraulic motor speed, torque output commands, pedal displacement commands, etc. In addition, the operator may be provided with an input device to allow the operator to cancel operation of the haulage vehicle  20  in accordance with the control parameter. 
     The central computer system  72  may update one or more of the operation characteristics and/or the assigned haul route  16  for one or more of the haulage vehicles  20  (step  108 ). The update may occur periodically (e.g., weekly, daily, hourly, etc.), after a predetermined haulage operation or shift is complete, or after another predetermined event has a occurred. For example, one of the operation characteristics for a particular haulage vehicle  20 , such as a haulage characteristic, e.g., a target and/or measured payload amount or haul route characteristic (e.g., location, curvature, length, elevation, road grade, total effective grade, moisture, torque estimate, etc.), may be updated. Alternatively, or in addition, the haul route  16  assigned to a particular haulage vehicle  20  may be updated. In another alternative, or in addition, the optimization algorithm may be modified, e.g., to determine the control parameter based on different guidelines, and the control parameters may be updated based on the modified optimization algorithm. Control then proceeds back to step  104 . Then, the central computer system  72  may determine one or more control parameters for each haulage vehicle  20  associated with an updated assigned haul route  16  and/or updated operation characteristic (step  104 ), and may transmit the new control parameters to the respective haulage vehicles  20  (step  106 ). 
     Alternatively, the haulage vehicle  20  may determine the control parameters. The central computer system  72  may store operation characteristics and assigned haul route  16 , and may transmit the stored operation characteristics (or a subset thereof) and assigned haul route  16  to the haulage vehicle  20 . The haulage vehicle  20  may store the received operation characteristics and assigned haul route  16  in the memory device  56 . Then, the haulage vehicle  20  may determine one or more control parameters for the haulage vehicle  20  based on the received operation characteristics and/or other operation characteristics stored in the haulage vehicle  20  (e.g., measured payload amount, vehicle weight, etc.). Then, the haulage vehicle  20  may be activated to perform its haulage operations along its assigned haul route  16  in accordance with the determined control parameters. Periodically, or after a predetermined event, the operation characteristics stored in the haulage vehicle  20  may be updated by receiving updated operation characteristics from the central computer system  72 . 
     Alternatively, as shown in  FIG. 6 , after mapping the haul routes  16  of the mine site  12  (step  100 ) and assigning the haulage vehicles  16  to one or more specific haul routes  16  (step  102 ), the central computer system  72  may determine optimal control parameters based on varying payload amounts for each haulage vehicle  20  (step  204 ). The varying payload amounts may be specified by operator input or determined automatically by the central computer system  72 . 
     Next, the central computer system  72  may compare the optimal control parameters for the respective haulage vehicle  20  (step  206 ) and may then determine a target payload amount for the respective haulage vehicle  20  based on the comparison (step  208 ). The optimal control parameters for the varying payload amounts may be compared using another optimization algorithm that selects the optimal control parameter (which may be used to determine the target payload amount) and/or target payload amount based on one or more guidelines, such as minimizing a number of shifts, maximizing haulage vehicle speed, minimizing haulage cycle time, minimizing fuel consumption, etc. 
     The central computer system  72  may then transmit to the respective haulage vehicle  20  the target payload amount and the optimal control parameter associated with the target payload amount (step  210 ). As described above in connection with step  108 , the central computer system  72  may also transfer the haul route assignments to the corresponding haulage vehicles  20 . The haul route assignment and control parameter may be stored in the respective memory device  56  of each haulage vehicle  20 . Then, the haulage vehicles  20  may be activated to perform their respective haulage operations along their assigned haul routes  16  and in accordance with the respective optimal control parameters and target payload amounts. 
     Alternatively, after the central computer system  72  determines the multiple optimal shift strategies for the multiple different payload amounts (step  204 ), the central computer system  72  may store the information and use the stored information to determine the optimal shift strategy for the haulage vehicle  20  based on the measured payload amount. The central computer system  72  determines the measured payload amount (e.g., via the haulage vehicle  20  or other machine  22 ). Then, the central computer system  72  selects which of the multiple stored payload amounts is closest to the measured payload amount and determines which one of the multiple optimal shift strategies corresponds to that payload amount. Then, the central computer system  72  transmits the optimal shift strategy and haul route assignment to the haulage vehicle  20 . 
     The central computer system  72  may update one or more of the operation characteristics and/or the assigned haul route  16  for one or more of the haulage vehicles  20  (step  212 ), as described above in connection with step  108 . Control then proceeds back to step  204 . Then, the central computer system  72  may determine optimal control parameters for each haulage vehicle  20  based on varying payload amounts based on the updated assigned haul route  16  and/or updated operation characteristic (step  204 ), may compare the optimal control parameters for the respective haulage vehicle  20  (step  206 ), may determine a target payload amount for the respective haulage vehicle  20  (step  208 ), and may transmit the new optimal control parameters and target payload amounts to the respective haulage vehicles  20  (step  210 ). 
     In another alternative, as shown in  FIG. 7 , after mapping the haul routes  16  of the mine site  12  (step  100 ), assigning the haulage vehicles  16  to one or more specific haul routes  16  (step  102 ), and determining optimal control parameters for each haulage vehicle  20  based on varying payload amounts (step  204 ), the central computer system  72  may transmit the optimal control parameters to the respective haulage vehicles  20  (step  306 ). The optimal control parameters for the varying payload amounts may be transmitted in the form of an optimization table, graph, equation, mapping, or other form. The central computer system  72  may also transfer the haul route assignments to the corresponding haulage vehicles  20 . The haul route assignment and optimization table may be stored in the respective memory device  56  of each haulage vehicle  20 . 
     Then, the haulage vehicles  20  may be activated to perform their respective haulage operations along their assigned haul routes  16 . After the haulage vehicle  20  receives the payload, the payload amount may be measured (e.g., by the haulage vehicle  20  or by the machine  22  or other entity and communicated to the haulage vehicle  20 ). The measured payload amount may vary for different haulage cycles. The optimal control parameter for one or more haulage cycles (or portion thereof) may be determined based on the measured payload amount using the optimization table stored in the memory device  56  of the haulage vehicle  20 . For example, the optimal control parameter may be selected by being the control parameter that corresponds to the payload amount in the optimization table that is closest to the measured payload amount. Thus, whenever the measured payload amount changes for a new haulage cycle, the haulage vehicle  20  can determine a new optimal control parameter based on the measured payload amount without having to communicate the new measured payload amount to the central computer system  72 . 
     The central computer system  72  may update one or more of the operation characteristics and/or the assigned haul route  16  for one or more of the haulage vehicles  20  (step  308 ), as described above. Control then proceeds back to step  204 . Then, the central computer system  72  may determine optimal control parameters for each haulage vehicle  20  based on varying payload amounts for the updated assigned haul route  16  and/or updated operation characteristic (step  204 ), and may transmit the new optimal control parameters to the respective haulage vehicles  20  (step  306 ). 
       FIG. 8  is a flow chart of an exemplary process for controlling the haulage vehicles  20  consistent with certain disclosed embodiments. The process of  FIG. 8  may be executed by the haulage vehicle  20  one or more times during the lifetime of the haulage vehicle  20 . Steps  400410  may be executed once, after a predetermined event has occurred, or periodically at regular time intervals. 
     The haulage vehicle  20  may be positioned in a loading position for a loading machine, such as the machine  22 . Then, the payload may be loaded onto the haulage vehicle  20  (step  400 ). The haulage vehicle  20  may be assigned to one or more specific haul routes  16 , and the haulage vehicle  20  may receive the haul route assignment information from the central computer system  72 , an operator keypad on the haulage vehicle  20  or connected thereto, or based on the GPS determined location of the loading position of the haulage vehicle  20  (step  402 ). 
     The haulage vehicle  20  may also determine the total vehicle weight (step  404 ). The total vehicle weight may include the measured payload amount and stored vehicle weight (the weight of the unloaded haulage vehicle  20 ), which are transmitted from the load measuring system of the haulage vehicle  20 , the load measuring system of the loading machine  22 , and/or the central computer system  72 . The haulage vehicle  20  may store in the memory device  56  operation characteristics transmitted from the central computer system  72 , the assigned haul route  16 , and the total vehicle weight. Then, the haulage vehicle  20  may determine one or more control parameters for the haulage vehicle  20  based on the received operation characteristics and/or other operation characteristics stored in the haulage vehicle  20  (e.g., measured payload amount, total vehicle weight, etc.) (step  406 ). In one aspect, the haulage vehicle  20  may determine one or more control parameters for one or more segments  18  of the haul route  16 . 
     The haulage vehicle  20  may be activated to perform its haulage operation along its assigned haul route  16  in accordance with the determined control parameters. A monitor or other output device of the haulage vehicle  20  may display one or more operational recommendations to the haulage vehicle operator based on the location of the haulage vehicle  20  along the haul route  16  (step  408 ). For example, the haulage vehicle  20  may display different operation recommendations when the haulage vehicle  20  is operating on different segments  18  of the haul route  16 . Periodically, or after a predetermined event, the operation characteristics stored in the haulage vehicle  20  may be updated by receiving updated operation characteristics from the central computer system  72 . 
     The haulage vehicle  20  may report one or more vehicle performance parameters to the central computer system  72  (step  410 ). The vehicle performance parameters may indicate one or more haulage characteristics of the haulage vehicle  20 . After unloading the payload from the haulage vehicle  20 , control may return to step  400 . 
     INDUSTRIAL APPLICABILITY 
     The disclosed method of controlling a vehicle may be applicable to any moving machine. The disclosed method of controlling a vehicle may increase the efficiency of the vehicle operation. Exemplary embodiments of the method of controlling the haulage vehicle  20  will now be described. 
     In one exemplary embodiment, a surveying entity compiles haul route information, such as location, length, road grade, total effective grade, and moisture of the haul routes  16 , and transmits the haul route information to the central computer system  72 . The central computer system  72  then creates a map of the haul routes  16  of the mine operation  10 . The central computer system  72  assigns the haulage vehicle  20  to a specific haul route  16  (step  102 ) and determines a shift strategy for the haulage vehicle  20  based on the haul route information of the haul route  16  assigned to the haulage vehicle  20  (step  104 ). For example, the central computer system  72  may select a certain gear or range of gears for the haulage vehicle  20  for each segment  18  of the haul route  16  based on the vehicle weight, measured payload amount, road grade, total effective grade, moisture, and other conditions of the respective segments of the haul route  16 . The shift strategy may be determined based on an optimization algorithm. The shift strategy for the haulage vehicle  20  may be transmitted from the central computer system  72  to the haulage vehicle  20  (step  106 ). At the same time, the haul route assignment may also be transmitted from the central computer system  72  to the haulage vehicle  20 . Then, an operator of the haulage vehicle  20  may operate the haulage vehicle  20  along the assigned haul route  16 . The haulage vehicle  20  follows the shift strategy determined by the central computer system  72 , and the shift strategy may override any autoshifting by the haulage vehicle  20  or other shift commands that differ from the shift strategy. For example, if the segment  18  of the haul route  16  is relatively bumpy, the shift strategy may specify that when the haulage vehicle  20  is traveling over that particular segment  18  of the haul route  16 , the transmission  34  remains at a certain gear instead of allowing the transmission  34  to autoshift back and forth between two gears. As a result, the efficiency of the transmission  34  may be increased, the cycle times may decrease, and fuel consumption may decrease by minimizing the number of inefficient shifts. 
     In another exemplary embodiment, the central computer system  72  may determine a speed or range of speeds for the haulage vehicle  20  for each segment  18  of the haul route  16  based on the vehicle weight, measured payload amount, and road grade and other conditions of the respective segments of the haul route  16  (step  104 ). The specified speeds for the haulage vehicle  20  and the haul route assignment may be transmitted from the central computer system  72  to the haulage vehicle  20  (step  106 ). Then, an operator of the haulage vehicle  20  may operate the haulage vehicle  20  along the assigned haul route  16 . The haulage vehicle  20  travels in accordance with the speeds determined by the central computer system  72  in step  104 , and the speeds specified by the central computer system  72  may override any auto retarder control by the haulage vehicle  20  or other automatic speed commands that differ from the specified speeds. The haulage vehicle  20  may allow the operator to override the speed control, if necessary. 
     In a further exemplary embodiment, the central computer system  72  may determine a strategy for managing parasitic loads of the haulage vehicle  20  based on the haul route information of the haul route  16  assigned to the haulage vehicle  20  (step  104 ). The parasitic loads may include loads from one or more accessories, such as an electrical-based system (e.g., alternator), a cooling system (e.g., cooling fan, engine fan, heater, etc.), a power take-off system (e.g., accessory drive shafts), and any other type of accessory component that may automatically draw parasitic power from the engine  32 . The strategy for managing the parasitic loads for the haulage vehicle  20  may be determined based on an optimization algorithm and may be transmitted from the central computer system  72  to the haulage vehicle  20  (step  106 ). At the same time, the haul route assignment may also be transmitted from the central computer system  72  to the haulage vehicle  20 . Then, the operator of the haulage vehicle  20  may operate the haulage vehicle  20  along the assigned haul route  16 . The haulage vehicle  20  follows the parasitic load management strategy determined by the central computer system  72 , and the strategy may override any commands for controlling the operation of the parasitic loads that differ from the strategy. For example, if a certain segment  18  of the haul route  16  requires more power from the engine  32 , the parasitic load management strategy may specify that when the haulage vehicle  20  is traveling over that particular segment  18  of the haul route  16 , certain accessory loads are shut off or receive less power in order to increase the amount of power to the drive train  30 . For haulage vehicles  20  with geared transmissions, the parasitic load management strategy may allow the haulage vehicle  20  to operate in a “power burst mode” over the segments  18  of the haul route  16  for which it is difficult for the haulage vehicle  20  to maintain the gear. 
     In another exemplary embodiment, after mapping the haul routes  16  of the mine site  12  (step  100 ) and assigning the haul route  16  to the haulage vehicle  16  (step  102 ), the central computer system  72  determines optimal shift strategies for the haulage vehicle  20  based on varying payload amounts (step  204 ). For example, the central computer system  72  may determine five optimal shift strategies for the haulage vehicle  20  based on five different payload amounts such that there is an optimal shift strategy for each payload amount. Alternatively, the central computer system  72  may determine a different number of optimal shift strategies based the corresponding number of payload amounts. The optimal shift strategies may be determined using an optimization algorithm. The central computer system  72  compares the five optimal shift strategies determined for the five different payload amounts (step  206 ) and determines a target payload amount for the haulage vehicle  20  based on the comparison (step  208 ). The target payload amount for the haulage vehicle  20  may be determined based on another optimization algorithm. The target payload amount for the haulage vehicle  20  and the corresponding optimal shift strategy may be transmitted from the central computer system  72  to the haulage vehicle  20  (step  210 ). At the same time, the haul route assignment may also be transmitted from the central computer system  72  to the haulage vehicle  20 . Then, the operator of the haulage vehicle  20  may operate the haulage vehicle  20  along the assigned haul route  16 . The haulage vehicle  20  follows the optimal shift strategy determined by the central computer system  72 , and the optimal shift strategy may override any autoshifting by the haulage vehicle  20  or other shift commands that differ from the shift strategy. The operator of the haulage vehicle  20  may use the target payload amount determined by the central computer system  72  when loading the payload onto the haulage vehicle  20 . Thus, both the shift strategy (i.e., the control parameter) and the payload amount may be optimized, thereby allowing for greater efficiency of the haulage operation. Power may be more efficiently transferred from the truck to the ground, thereby allowing a reduction in cycle time and fuel consumption. 
     Alternatively, after the central computer system  72  determines the five optimal shift strategies for the five different payload amounts (step  204 ), the central computer system  72  may store the information and use the stored information to determine the optimal shift strategy for the haulage vehicle  20  based on the measured payload amount. For example, the central computer system  72  determines the measured payload amount (e.g., via the haulage vehicle  20  or other machine  22 ). Then, the central computer system  72  selects which of the five stored payload amounts is closest to the measured payload amount and determines which one of the five optimal shift strategies corresponds to that payload amount. Then, the central computer system  72  transmits the optimal shift strategy and haul route assignment to the haulage vehicle  20 . Since some loading machines  22  cannot consistently load the haulage vehicle  20  with the same payload amount, this method allows the central computer system  72  to determine an optimal shift strategy based on the actual or measured payload amount. The central computer system  72  stores a set of optimal shift strategies and determines the optimal shift strategy corresponding to the payload amount that is closest to the actual payload amount. A new optimal shift strategy does not have to be determined whenever the measured payload amount changes. The optimal shift strategy may be determined from the stored set of optimal shift strategies. Furthermore, greater efficiency may be achieved by determining the optimal shift strategy based on the payload amount that is closest to the actual payload amount. 
     In a further exemplary embodiment, the central computer system  72  may determine five optimal shift strategies for the haulage vehicle  20  based on five different payload amounts such that there is an optimal shift strategy for each payload amount (step  206 ) and may transmit to the haulage vehicle  20  the five optimal shift strategies corresponding to the five payload amounts in the form of an optimization table (step  306 ). At the same time, the haul route assignment may also be transmitted from the central computer system  72  to the haulage vehicle  20 . Each time the haulage vehicle  20  receives a payload, the payload amount may be measured and input into the optimization table, which may be stored in the memory device  56  of the haulage vehicle  20 , to determine the optimal shift strategy. Then, the operator may operate the haulage vehicle  20  along the assigned haul route  16 . The haulage vehicle  20  follows the optimal shift strategy, which may override any autoshifting by the haulage vehicle  20  or other shift commands that differ from the optimal shift strategy. Thus, the shift strategy (i.e., the control parameter) used by the haulage vehicle  20  may be optimized based on the actual payload amount, thereby allowing for greater flexibility and efficiency of the haulage operation. 
     In yet another exemplary embodiment, after the haulage vehicle  20  has been operated along the assigned haul route  16 , the haul route information may be updated and/or a new haul route  16  may be assigned to the haulage vehicle  20 . This information may be updated in the central computer system  72  (step  108 ,  212 ,  308 ). Then, the central computer system  72  may use the updated information to determine a new shift strategy for the haulage vehicle  20  and may transmit the new shift strategy to the haulage vehicle  20 . Alternatively, the central computer system  72  may use the updated information to determine a number of optimal shift strategies based on the corresponding number of varying payload amounts, may compare the optimal shift strategies, may determine the target payload amount based on the comparison, and may transmit to the haulage vehicle  20  the target payload amount and the optimal shift strategy corresponding to the determined target payload amount. As another alternative, the central computer system  72  may use the updated information to determine a number of optimal shift strategies based on the corresponding number of varying payload amounts, may create an optimization table based on the optimal shift strategies, and may transmit the optimization table to the haulage vehicle  20 . As a result, the operation characteristics used to determine the shift strategy (i.e., the control parameter) used by the haulage vehicle  20  may be kept up-to-date using updated operation characteristics, e.g., updated haul route characteristics. 
     It will be apparent to those skilled in the art that various modifications and variations can be made to the method of controlling a vehicle. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the disclosed method of controlling a vehicle. It is intended that the specification and examples be considered as exemplary only, with a true scope being indicated by the following claims and their equivalents.