HYDRAULIC DRIVE SYSTEM WITH NEUTRAL DRIFT COMPENSATION AND
TEMPERATURE COMPENSATION FOR PRESSURE LIMITS
RELATED CASES
[0001] The following cases, entitled Hydraulic Drive System With Neutral Drift
Compensation, Hydraulic Drive System With Precharge Logic, Hydraulic Drive System With
Temperature Compensation For Pressure Limits, Hydraulic Drive System With Aggressive
Clutching, and Hydraulic Drive System With Exiting from Pumping and Motoring, of which
the present case is one, have all been filed on the same date with the United States Patent and
Trademark Office as Utility Applications. The contents of these five applications are hereby
incorporated herein in their entirety.
BACKGROUND
[0002] Hydraulic drive systems are known to help facilitate the conversion between
mechanical energy (e.g.. in the forming of rotating shafts) and hydraulic energy, typically in
the form of pressure. One hydraulic drive system that is known for use with respect to
vehicles is sometimes called a hydraulic launch assist. When a vehicle brakes, mechanical
energy from the vehicle driveline is captured by the hydraulic drive system and stored in a
high pressure storage device. When the vehicle accelerates, pressurized fluid in the high
pressure storage device is released, converting the hydraulic energy into mechanical energy.
10003] Unfortunately, there are various inefficiencies in using a hydraulic drive system.
The inefficiencies include issues related to a pump-motor that is inaccurately calibrated,
changing temperatures affecting pressures within the hydraulic drive system, time required to
place the hydraulic drive system into a normal operational state, the time for applying a
clutch to facilitate the conversion between hydraulic energy and mechanical energy, and
issues associated with changing states within the hydraulic drive system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004| Figure 1 is a schematic illustration of a vehicle with an exemplary hydraulic
drive system.
[0005] Figure 2 is a schematic illustration of the components of a hydraulic drive
system showing an exemplary flow in both a motoring mode and a pumping mode

[0006] Figure 3 illustrates various exemplary inputs and outputs associated with an
exemplary hydraulic drive system that are used by a controller.
[0007] Figure 4 illustrates various exemplary logical inputs and outputs into a
controller associated with a hydraulic drive system.
[0008] Figure 5 is an exemplary flow diagram related to an explanation for a swash-
plate position command known by the variable SwashCmd.
[0009] Figure 6 is an exemplary flow diagram related to precharge logic
[0010] Figure 7A illustrates a desired change in pressure for a sensor associated with
an exemplary hydraulic drive system between a motoring mode and a pumping mode
[0011] Figure 7B illustrates various graphs of pressure versus volume to show that as
temperature increases, the less volume of hydraulic fluid that can be stored at the same
pressure.
[0012] Figure 8 illustrates the flow of a heuristic related to temperature compensation
for pressure limits.
[0013[ Figure 9 is an exemplary flow diagram related to compensation for swash
neutral drift.
[0014] Figure 10 is an exploded view of a portion of the flow of Figure 9.
[0015[ Figure 11 is an exemplary flow diagram showing the operation of a hydraulic
drive system from a neutral state to either one of a pump mode to a motoring and then the
exiting from each of the modes back to the neutral state.
[0016] Figure 12 is an exemplary flow of an operation EvalBrakeTorqueAvail
associated with Figure 11.
[0017] Figure 13 is an exemplary flow of an operation entitled EvalAccelTorqueAvail
associated with Figure 11.
[0018] Figure 14 is an exemplary flow of an operation entitled CheckDisengageCond
associated with Figure 11.
[0019[ Figure 15 is an exemplary flow of an operation entitled
CheckDrifltCompensationCond associated with Figure 11.

[0020] Figure 16 is an exemplary flow of an operation entitled CheckDriflExit
associated with Figure 11.
|0021] Figure 17 is an exploded view of a portion of the flow of Figure 11 and relates
to a pumping mode.
[0022] Figure 18 is an exemplary flow of an operation entitled
CheckBrakeExitConditions associated with Figure 17.
[0023] Figure 19 is an exemplary flow of an operation entitled BrakeMore associated
with Figure 17.
[0024] Figure 20 is an exemplary flow of an operation entitled BrakeLess associated
with Figure 17.
[0025] Figure 21 is an exemplary flow of an operation entitled
CheckBrakeDoneConstRate associated with Figure 17.
[0026] Figure 22 is an exemplary flow of an operation entitled
CheckBrakeDoneVarRate associated with Figure 17.
[0027] Figure 23 is an exploded view of a portion of the flow of Figure 11 and relates
to a motoring mode.
[0028] Figure 24 is an exemplary flow of an operation entitled CheckAccelExitCond
associated with Figure 23.
[0029] Figure 25 is an exemplary flow of an operation entitled AccelMore associated
with Figure 23.
[0030] Figure 26 is an exemplary flow of an operation entitled AccelLess associated
with Figure 23.
[0031] Figure 27 is an exemplary flow of an operation entitled
CheckAccelDoneConstRate associated with Figure 23.
[0032] Figure 28 is an exemplary flow of an operation entitled
CheckAccelDoneVarRate associated with Figure 23.
[0033] Figure 29 is a simplified portion of an exemplary hydraulic circuit for a clutch
system for use with an aggressive clutch mechanism.

10034] Figure 30 is an exemplary flow of a subsystem to a hydraulic drive system
illustrating the concept of aggressive clutching using the hydraulic circuit of Figure 29.
[0035] Figure 31 is an exploded view of a portion of the flow of Figure 30 and relates
to waiting.
[0036] Figure 32 is an exploded view of a portion of the flow of Figure 30 and relates
to clutch engaging.
[0037] Figure 33 is an exemplary flow of an operation entitled
ClutchTimeClampingCalc associated with Figure 32
[0038] Figure 34 is an exploded view of a portion of the flow of Figure 32.
[0039] Figure 35 is an exemplary flow of an operation entitled ClutchProfileCalc
associated with Figure 34.
DETAILED DESCRIPTION
[0040] Referring now to the discussion that follows and also to the drawings,
illustrative approaches to the disclosed systems and methods are shown in detail. Although
the drawings represent some possible approaches, the drawings are not necessarily to scale
and certain features may be exaggerated, removed, or partially sectioned to better illustrate
and explain the present invention. Further, the descriptions set forth herein are not intended
to be exhaustive or otherwise limit or restrict the claims to the precise forms and
configurations shown in the drawings and disclosed in the following detailed description.
[0041] Further, there are a number of constants introduced in the discussion that
follows. In some cases illustrative values of the constants are provided. In other cases, no
specific values are given. The values of the constants will depend on characteristics of the
associated hardware and the interrelationship of such characteristics with one another as well
as environmental conditions and the operational conditions associated with the disclosed
system.
[0042] To facilitate the discussion that follows, the leading digits of an introduced
element number will generally correspond to the figure number where the element is first
introduced. For example, vehicle 100 is first introduced in Figure I.

Overview of an Exemplary Hydraulic Drive System in Illustrative Environment
[0043] Figure 1 schematically illustrates a motor vehicle 100 with an exemplary
hydraulic drive system 102, known by the trademarks Hydraulic Launch Assist^w or HLA®
by the assignee of the present application when used with a vehicle 100. A more detailed
schematic of hydraulic drive system 102 is illustrated in Figure 2 and discussed in detail
below.
[0044] Vehicle 100 has four rear drive wheels 104 and two front non-drive wheels 106.
In other illustrative embodiments all wheels may be drive wheels. Moreover, there may be
more or fewer wheels for vehicle 100. Operably associated with each of the wheels 104 and
106 could be a conventional type of wheel brake 108. Preferably, the wheel brakes 108 are
part of an overall electro-hydraulic brake (EHB) system, of a known type well, and
commercially available.
[0045] Vehicle 100 includes a vehicle drive system, generally designated 110. Vehicle
drive system 110 includes a vehicle engine 112, a transmission 114, and hydraulic drive
system 102. Transmission 114 is operatively connected to engine 112 and transmits the
torque generated by the engine 112 to wheels 104. Transmission 114 also interacts with
hydraulic drive system 102 as discussed in greater detail below. The particular type of engine
112 and transmission 114 and the construction details thereof, as well as the arrangement of
drive system 110 may be varied in a variety of ways. For example, vehicle 100 is not even
limited specifically to use with what is normally thought of as an "engine", and therefore, it
will be understood that references to an "engine" will mean and include any type of power
source or other prime mover. Finally, although the hydraulic drive system 102 is illustrated
and described in connection with a vehicle drive system 110, it may be utilized
advantageously with any sort of hydraulic drive system of the type illustrated and described
hereinafter, whether or not such system is part of a vehicle.
[0046] Extending rearwardly from the transmission 114 and also forming a portion of
vehicle drive system 110 is a drive-line, generally designated 116. In the illustrated system
100, and by way of example only, the drive-line 116 includes a forward drive shaft 118. an
intermediate drive shaft (not visible herein, but illustrated as element 202 in Figure 2), and a
rearward drive shaft 120, an inter-wheel differential 122 and left and right rear axle shafts
124 and 126. Those skilled in the art will understand, from a reading of the present
specification, that the drive-line 116 has been illustrated and described as including the shafts
118, 202, 120, 124 and 126 primarily to facilitate understanding of the overall vehicle drive

system 110, and not by way of limitation. For example, there may be fewer or more shafts
and the shafts may be permanently or selectively connected to one another by way of
clutches.
[0047] An exemplary arrangement of hydraulic drive system 102 is illustrated in more
detail in Figure 2. More specifically. Figure 2 schematically illustrates the exemplary
arrangement of the various elements of system 102 and their physical relationship with one
another. As noted above, the disclosed arrangement is merely to facilitate discussion and the
arrangement is not limiting. Moreover, certain elements may be added or removed without
compromising the relevant operation of hydraulic drive system 102. Figure 2 includes a
number of sensors, sw itches, and solenoids.
[0048] Referring now to both Figures 1 and 2, in addition to the elements already
described, which contribute to the flow of mechanical energy, the drive system 110 also
includes hydraulic drive system 102, as noted above. Hydraulic drive system 102 is directed
to the storing and releasing of hydraulic energy. A clutch 208 within a transfer case 128
helps provide the interface in transferring between mechanical and hydraulic energy as
discussed in greater detail below.
[0049[ Schematically in Figures 1 and 2, hydraulic drive system 102 includes transfer
case 128, a hydrostatic pump-motor 130, an end cover 132 retaining a charge pump 204
(shown in Figure 2) and a plurality of valve mechanisms 222, 232, 242, 246, and 258, a low
pressure reservoir 134, a filter assembly 136 and a high pressure accumulator 138. Low
pressure reservoir 134 is a type of accumulator, but of the low pressure type as opposed to
high pressure accumulator 138. Thus, the terms low pressure reservoir and low pressure
accumulator are used interchangeably for element 134. More generally, accumulator 138 is
an example of a high pressure storage device while reservoir 134 is an example of a low
pressure storage device. Since a reservoir is being used, hydraulic drive system 102 is an
example of an open circuit. US Patent No. 6,971,232 illustrates an example of a closed
system using an accumulator rather than a reservoir that is open to atmospheric pressure.
The contents of US Patent No. 6,971,232 are incorporated herein by reference in its entirety.
For various of the concepts discussed below, either a closed system or an open system may
be used. Thus, general layout of hydraulic drive system 102 shown in the figures is merely
illustrative.
[0050] While the various components are illustrated in particular physical structures for
convenience of discussion it is possible for any or all of the components to be within a single

or a subset of structures. Merely by way of example, motor-pump 130 could be incorporated
within end cover 132, or these two components and transfer case 128 could be located within
a single structure as illustrated schematically in Figure 1. Moreover, not all components or
sub-components (e.g., a specific element) are required. For instance, while a charge pump
204 is illustrated, in practice such a pump may not be required in view of the dual
operationality of pump-motor 130 as discussed below. For example, a charge pump may not
be required if a low pressure closed accumulator were used rather than a low pressure
reservoir 134 at atmospheric pressure.
[0051] In general terms, the pump-motor 130 and components within end cover 132
provide the hydraulic pathway for movement of a hydraulic fluid such as oil between low
pressure reservoir 134 and high pressure accumulator 138. As illustrated using a combination
of Figures 1 and 2, transfer case 128 includes a shaft 206 that is mechanically connected to
both the pump-motor 130 and the charge pump 204. A clutch 208 and gearing 210
selectively transfers torque between shafts 202 and 206.
[0052] The pump-motor 130 is used to convert between mechanical energy associated
with the various shafts, including shafts 206, and hydraulic energy as stored in the form of
pressure within hydraulic drive system 102. In normal operation of drive system 102 in a
pumping mode, mechanical energy is stored as hydraulic energy while in a motoring mode,
hydraulic energy is transferred to mechanical energy. In a precharge mode as discussed below
with respect to Figure 6, mechanical energy is also converted to hydraulic energy using
pump-motor 130.
[0053] Typically, drive system 110, including hydraulic drive system 102, operates in
two different modes at different times. In a first mode of drive system 110, called a
regeneration or pumping mode (typically occurring in a deceleration cycle), a vehicle slows
down, such as by an operating signal a braking operation. Kinetic energy of the vehicle then
drives the pump-motor 130 as a pump, transferring hydraulic fluid from the low pressure
reservoir 134 to the high pressure accumulator 138, and removing additional torque from
drive-line 116. While not necessarily required, one advantage of using charge pump 204 is
that it helps to prevent undesirable cavitation within pump-motor 130. In the illustrated
system 100 energy comes from wheels 104 in the form of torque, through axle shafts 124 and
126, through differential 122, and then by way of shafts 116 and 202 into transfer case 128.
In some approaches, wheels 106 may include appropriate shafting and related mechanisms to
permit a similar recovery of kinetic energy. When clutch 208 is applied, energy of braking is
transferred through gearing 210 to shaft 206, and finally to charge pump 204 and pump-
motor 130. When a nitrogen gas accumulator is used, the fluid compresses the nitrogen gas
within the accumulator 138 and pressurizes hydraulic drive system 102. Under some
circumstances it may be possible to undertake a regeneration of pumping mode using engine
112 by way of transmission 114 and shaft 118, also connected to intermediate shaft 202.
[0054] In a second mode of drive system 110, called a launch assist or motoring mode
(typically occurring in an acceleration cycle), fluid in the high pressure accumulator 138 is
metered out to drive the pump-motor 130 as a motor. Pump-motor 130 applies torque to
shaft 206 that is transferred through gearing 210, through applied clutch 208 and then through
shafts 206, 120, differential 122, axle shafts 124 and 126, and finally to wheels 104. The
motoring mode stops when most of the pressure is released from high pressure accumulator
138, as discussed in more detail below. Before motoring can again commence, regeneration
of the high pressure accumulator 138 using the pumping mode must occur.
[0055] A controller 140 at least partly controls hydraulic drive system 102. Various
informational inputs are received by controller 140, and then heuristics, i.e., logical rules or
processes, are applied to the inputs. Outputs are then generated that influence operation of
the hydraulic drive system 102 in the context of overall operation of drive system 110 of
vehicle 100. While a separate controller 140 is illustrated, controller 140 ma> be
incorporated into an overall vehicle electronic control unit (ECU) or as part of an ECU
as.sociated with engine 110 or transmission 114 or some combination thereof.
[0056] Various inputs and outputs associated with hydraulic drive system 102 that are
used by controller 140 are illustrated in Figure 3. For each of the sensors or switches
discussed in Figure 2, the same switch or sensor is shown in Figure 3. Similarly, for each of
the solenoids discussed in Figure 2, a corresponding output from controller 140 is also shown
in Figure 3. As illustrated in Figure 3, some of the inputs received by controller 140 from the
elements associated with Figure 2 are analog, while others are either digital or time-related.
Similarly, some outputs to elements associated with Figure 2 have a range of values or are
proportional in nature while others are binary in nature.
[0057] Further, as illustrated in Figure 3, when a separate electronic control unit (ECU)
is in communication with other ECUs within vehicle 100, controller 140 receives message
inputs from the overall vehicle Controller Area Network (CAN) and submits message outputs
to the CAN. A well known communications standard defined by the Society of Automotive
Engineers (SAE) is SAE J1939 for CAN-based communications. SAE J1587 is another
possible communications standard that could also be used, but is generally not as robust.
Moreover, other communications standards, such as IS09141 K, or other known standards,
may be used. The terminology associated with the various inputs, which follows, is provided
in accordance with J1939 in accordance with the specifications for that standard and is.
[0058] Examples of possible CAN messages that can be input into controller 140
follow in Table 1:
[0060] Referring back to Figure 2, filter assembly 136 includes valving, including a
filter manifold 212, a valve mechanism 213 and a digital switch 214 that triggers only when
the filter is full. Switch 214 of filter assembly 136 is also illustrated in Figure 3 as one of the
digital inputs into controller 140. It is envisioned that various filter assemblies 136 may be
used within hydraulic drive system 102. One exemplary assembly 136 is discussed in co-
pending application Serial No. 11/408,504, which is a continuation-in-part of application No.

10/828,590 and a continuation-in-part of Serial No. 10/624,805, all of which are incorporated
herein in their entirety.
[0061] Filter assembly 136 is in communication with a port of the low pressure
reservoir 134 by means of a conduit 215, disposed on the "low pressure" side of the hydraulic
drive system 102. In general, the conduits associated with the "low pressure" side are
illustrated by closely dashed lines between components while conduits associated with the
¦'high pressure" side are illustrated by solid lines between components. Internal conduits
disposed solely between elements making up a component are illustrated in a "bolder" line
weight and are not necessarily part of the "high pressure" or the "low pressure" side of the
system. Often, they are selectively part of one side or the other.
[0062] The operation and operation of an exemplary filter assembly 136 in the context
of a hydraulic drive system such as exemplary hydraulic drive system 102 is discussed in
greater detail in US Patent No. 6,971,232, the contents of which are incorporated herein by
reference in their entirety.
(0063[ In one illustration pump-motor 130 is of the variable displacement type.
However, the pump-motor 130 may be of many types of constructions including, but not
limited to bent axis, vane, or radial piston. In the present illustration pump-motor 130 is an
axial piston type. It includes a swash-plate 216 contained within a pump-motor unit 217 and
two swash position sensors 218 and 220. To vary the angular displacement of swash-plate
pump-motor unit 117 includes some sort of displacement-varying means, such as at least two
fluid pressure servo actuators (stroking cylinders) of the type shown in Figure 2 and
designated as 221. More information concerning the stroking cylinders is provided in US
Patent No. 7,076,946, which is incorporated herein in its entirety. Any of a variety of servo
actuators may be used and are not limited to the type of actuators schematically represented
in Figure 2. The servo actuators 221 are connected hydraulically to the outlets of a typical
electro-hydraulic controller by way of conduits 219, the electro-hydraulic controller labeled
as a swash control valve 222. Swash control valve 222 is located within end cover 232. The
operation of the swash control valve 222 is to communicate pressurized fluid from a conduit
225 on the "high pressure" side of the system to the servo actuators 221 using conduits 219 as
appropriate to achieve the desired angle and displacement of swash-plate 216, all of which is
generally well known to those skilled in the pump and motor art, and especially, in the axial
piston pump art. To control the operation of the appropriate servo actuators 221, swash
control valve 222 includes a motor solenoid 224 and a pump solenoid 226. The two

solenoids are controlled proportionally by controller 140 and are used to position swash-plate
216, by way of valve 222 and the appropriate servo actuator 221, either in a positive angular
displacement when the motoring mode is desired or in a negative angular displacement when
the pumping mode is desired. The angular displacement of swash-plate 216 is determined by
either position sensor 218 or position sensor 220, the readings of which are then input into
controller 140, as shown in Figure 3. Typically, only one sensor is required, the other sensor
acting as a backup in case of failure of the other sensor. It is possible, however, that both
sensors 218 and 220 might be used together to provide an average determination of the
angular displacement of swash-plate 216.
[0064] Whenever the pump-motor unit 217 is in its neutral condition (which is the
typically the case whenever the vehicle is neither in motoring mode nor in pumping mode),
there is substantially no flow within the hydraulic drive system 102 between the pump-motor
130 and the accumulators 134 and 138. However, as is well known, because of the pre-
charge on each of the accumulators 39 and 41, as will be discussed in greater detail
subsequently, the hydraulic drive system 102 remains "pressurized" even while the pump-
motor unit 217 is in its neutral condition. When pump-motor unit 217 is in its neutral
condition, then ideally swash-plate 216 has zero angular displacement. In actuality,
inefficiencies result because of the swash-plate 216 drifting away from its zero angular
displacement or alternatively, while the swash-plate 216 is in its correct orientation there is
an issue with the signal from sensor 218 and/or 220 that drifts. Thus, it is desirable to address
drifting related to measurements or the actual positioning of swash-plate 216. A mechanism
to reduce drift is addressed below.
[0065] In addition to swash control valve 222, end cover 132 includes a mode control
valve assembly 230. In turn, mode control valve assembly 230 includes a mode valve 232.
Operably associated with, i.e., incorporated into, the mode control valve 232 is a step-orifice
control valve 234, and a solenoid type mode pilot valve 236 with an on/off solenoid 238, the
outlet of the mode pilot valve being in communication with a source of low pressure (such as
reservoir 134, or merely the low pressure side of the hydraulic drive system 1023) by means
of a conduit 240. The operation and operation of an exemplary mode valve assembly 230 in
the context of a hydraulic drive system such as exemplary hydraulic drive system 102 is
discussed in greater detail in US Patent No. 6,971,232, the contents of which are incorporated
herein by reference in their entirety.
[0066] End cover 132 also includes an isolation valve 242 that is disposed in series in
conduit 243 between high pressure accumulator 138 and swash control valve 222. Isolation
valve 242 is preferably a poppet-type valve, which is solenoid and is operated by solenoid
244. Whenever hydraulic drive system 102 is operating, the isolation valve 242 is "ON", i.e.,
high pressure is freely communicated from the high pressure accumulator 138 to the swash
control valve 222 by way of conduit 223. Whenever the hydraulic drive system 11 is "OFF",
the isolation valve 61 is spring-biased to the position shown in Figure 2, in which the
isolation valve keeps the pump-motor 130 and the swash control valve 222 "isolated"
hydraulically from the high pressure accumulator 138, so that the high pressure accumulator
138 does not "leak down" through the swash control valve while the system 102 is not
operating. The isolation valve 242 acts as a "key on" for the hydraulic drive system 102. It is
used to put the hydraulic drive system 102 in standby. It isolates the high pressure side of the
hydraulic drive system 102 from the low pressure side of the system. It also provides pilot
pressure to the by-pass valve 246.
[0067] References herein to the hydraulic drive system 102 being "OFF" will be
understood to mean and include both that portion of the vehicle 100 operating cycle when the
vehicle 100 is not in a pumping-motoring mode, as well as those times when the vehicle 100
is not operating at all (engine "off" condition).
[0068] End cover 132 also has a by-pass valve 246, which may also be referred to as an
"unloading" valve or as a "dump" valve, as those terms are well understood in the valve art.
Bypass valve 246 is disposed between the outlet port A of the pump-motor unit 217 at its
input and the "low pressure" side of the hydraulic drive system at its output. It is used to
"unload" the pump-motor 130.
[0069] To help determine the pressure level within the "high pressure" side, such as
within conduit 248, end cover 132 includes a sensor 249, the readings of which are input into
controller 140 as shown in Figure 3. Sensor 249 may be of any type and is not limited to an
analog sensor. Sensor 249 is used to measure exit pressure from port A of pump-motor 130.
[0070] The by-pass valve 246 will "unload" the pump-motor 130 whenever the engine
is "off," i.e., no driving pressure is present in the conduit 223 or in conduit 248. so that the
pump-motor 130 does not transmit unintended torque to the shaft 202. To unload the pump-
motor 130, a by-pass pilot 250 with associated controllable solenoid 252 is operatively
connected to the by-pass valve 246 by an internal conduit 256. The by-pass pilot 250
selectively permits the by-pass valve 246 to open, thereby releasing pressure from the "high

pressure" side of the system to the "low pressure" side. When hydraulic drive system 102 is
operational, however, the by-pass pilot 250 and associated solenoid 252 prohibit the
pressurized fluid from passing through the by-pass valve 246, as is well known.
[0071] The hydraulic drive system 102 also includes, in the end cover 132, a relief
valve generally designated 258 which, as is shown in Figure 2, is spring biased to a closed
position. The valve 258 is illustrated as a poppet valve. An inlet of the relief valve 258 is in
communication with a conduit 260, which interconnects the inlet of the relief valve 258 with
the port of the high pressure accumulator 138 by way of conduit 223, and with the inlet of the
mode control valve 230. Whenever the pressure in the conduit 260 exceeds a predetermined
maximum, the relief valve 258 is biased (moved "left" in Figure 2) to a position which
permits communication from the conduit 256 to a conduit 261, which is on the "low pressure"
side of the hydraulic drive system 102.
[0072] A charge by-pass valve assembly 262, including a charge by-pass valve 263, a
charge by-pass pilot 264, and a charge by-pass pilot solenoid 266 are illustrated in Figure 2 as
disposed between low pressure conduit 270 and low pressure conduit 215. Charge by-pass
valve assembly 262 is closed by way of solenoid 266 during a pumping operation so that
luid flowing through charge pump 204 and pump-motor 130 is not simply recycled back to
)w pressure reservoir 134 without charging high pressure accumulator 138. However, the
large by-pass valve assembly 262 is open during motoring as illustrated in Figure 2 and
scussed in greater detail below.
•''TS] The high pressure accumulator 138 is illustrated as being located outside of end
er 132. However, as noted above, in some cases components such as the high pressure
emulator 138 can be located in the same physical housing or structure as those discussed
¦ respect to end cover 132. Similarly, components physically located within end cover
for example, may be associated with other structures without precluding proper
tion of hydraulic drive system 102.
I High pressure accumulator 138 represents the termination of the "high pressure"
)f hydraulic drive system 102 in association with conduit 223. High pressure
ilator 138 includes a high pressure accumulator unit 280, a pressure level sensor 282
igh pressure accumulator proximity switch 284. Sensor 282 is analog and is used to
the pressure associated with or stored in the accumulator unit 280. By way of
only, the high pressure accumulator 138 is of the gas-charge type. At the end of a
eceleration cycle (pumping mode), the high pressure accumulator unit 280 is charged
up to the maximum system pressure, typically about 5000 pounds per square inch (PSI), but
possibly even higher,
[0075] During a motoring mode where the stored pressurized fluid within accumulator
138 is released, a pressure point may be reached where high pressure proximity switch 284
generates a digital signal indicating the closing of the accumulator unit 280, whereby further
flow of pressurized fluid from the accumulator is prohibited. Switch 284 also selectively
provides that signal as an input to controller 140 as shown in Figure 3. The rules governing
activation of high pressure accumulator proximity switch 284 are discussed in greater detail
below. However, in general, switch 284 only triggers when too much of the pressurized
fluid has escaped from accumulator unit 280 during the motoring mode and the pressure
within the accumulator unit has abruptly dropped toward zero. This condition is undesired.
Nor does it occur frequently. However, when it does occur, hydraulic drive system 102 uses
the occurrence to learn how to prevent it as discussed below with respect to the temperature
compensation for pressure limits. A hydraulic pressure is necessarily maintained, within the
accumulator 138, such that a minimum amount of oil is always retained in the high pressure
accumulator and such that there is always a predetermined, minimum charge pressure within
both of the conduits 223 and 260.
[0076] It is important to be able to stop motoring before switch 284 is activated.
However, the amount of fluid that can be ejected from the high pressure accumulator unit 280
varies with temperature. It is very difficult to accurately measure a temperature in real-time
or near real-time within hydraulic drive system 102 in association with the operation of high
pressure accumulator 138. Thus, a different approach, based on a pressure compensation, is
disclosed below to accurately control the flow from the accumulator 238 and to stop it before
the activation of switch 284. Nevertheless, if the pressure within accumulator 138 and
associated conduits 223 and 260 does drop toward zero, resulting in activation of switch 284
to close accumulator unit 280 from additional outward flow then two things occur: first, the
condition is used to adjust the pressure threshold such that such an excessive flow is
prevented in the future as discussed with respect to temperature compensation for pressure
limits, below; and second, a precharge operation such as discussed below is required.
[0077] Low pressure accumulator or reservoir 134 represents the termination of the
"low pressure" side of hydraulic drive system 102 in association with conduits 215 and 268.
As discussed in more detail below, conduit 215 is used to provide hydraulic fluid to low
pressure reservoir 134 by way of filter assembly 136 while conduit 268 represents the

pathway by which fluid is removed from the reservoir such as that necessary to charge high
pressure accumulator 138.
[0078] When element 134 is a reservoir, as shown in the exemplary system 102, it
includes a hydraulic fluid level sensor 286 and a hydraulic fluid temperature sensor 288. The
sensors may be analog or digital or of any type performing the requested function. In
general, the type of sensors used within hydraulic drive system 102 is not intended to be
limited to that illustrated. The level of fluid within reservoir 134 increases as motoring takes
place and decreases as pumping removes fluid from the reservoir to recharge high pressure
accumulator 138. The fluid level is also increased when hydraulic drive system 102 is shut
down. Typically, the temperature of the hydraulic sensor will increase as hydraulic drive
system 102 is utilized, but is also influenced by outside environmental conditions such as
ambient temperature.
[0079] Transfer case 128 and several of its elements were discussed above with respect
to Figure 1. Transfer case 128 represents the interface between the mechanical portions of
the vehicle drive system 110 and hydraulic drive system 102. Intermediate shaft 202 forms a
portion of the vehicle drive-line 116. Shaft 202 is selectively engaged to hydraulic drive
system 102 by way of a clutch 208. In the illustrated system, clutch 208 is pneumatically
operated by way of a clutch solenoid 290 forming part of a clutch valve 292, the activation
signal of which is generated by controller 140 as shown in Figure 3. When aggressive
clutching of the type discussed below is utilized within hydraulic drive system 102, then
solenoid 290 is preferably based on pulse width modulation (PWM) so that it can be
selectively and gradually applied. Otherwise, a simpler on/off solenoid controls a
mechanical, dog-type clutch. A corresponding Confirmation that the clutch has engaged is
determined using digital clutch sensor 294, which is input into controller 140 as a transfer
case status switch digital signal. Gearing 210 is shown using a two-stage reduction so as to
provide an appropriate balance between the rotational speed and associated torque of shaft
206, which is connected to pump-motor unit 217 and charge pump 204. Other gear ratios
may also be used depending on the arrangement desired and the nature of the pumps. Shaft
206 selectively rotates. It will not always be rotating even if shaft 202 is rotating. On the
other hand, it is possible for shaft 206 to rotate even if shaft 202 is not rotating. Clutch 208
and gearing 210 provide the interface between shafts 202 and 206.
[0080] To determine the speed of shaft 206, a speed sensor 296 is used. The speed of
shaft 206 is then input as a timer input into controller 140, as shown in Figure 3. Typicalls,
the speed of shaft 206 is measured in revolutions per minute although other units of
measurement may also be used. Speed sensor 296 provides another mechanism to determine
if clutch 208 has engaged, even if clutch sensor 294 suggests that the clutch has engaged.
Associated with clutch 208 is a clutch solenoid 290, which is selectively activated by
controller 140, as shown in Figure 3.
[0081] Still referring to Figure 2, the pump-motor unit 217 includes a port (designated
"A"), which is connected by means of the "high pressure" level conduit 248 to the mode
control valve 232. The pump-motor unit 217 also includes another port (designated "B")
which, by means of the "low pressure" conduit 270, is in fluid communication with the filter
assembly 136 after passing through the charge by-pass pilot 264 and charge by-pass valve
262, and into "low pressure" conduit 217.
[0082] Generally, as shown by the appropriate arrowed lines associated with the tluid
flow in Figure 2 for ''pumping" and "motoring", when the pump-motor unit 217 is in the
pumping mode, the port A is the pressurized, outlet port (see arrows in pump symbol in
Figure 2), and when the unit is in the motoring mode, the port A is the pressurized, inlet port
and the port B is the exhaust, outlet port.
[0083] At this point, to provide background for the discussions of particular aspects of
hydraulic drive system 102 that follow, the general operation of the hydraulic drive system
during routine motoring and pumping will be summarized with respect to Figure 2. The
discussion that follows assumes that accumulator 138 is already charged beyond a certain
minimum threshold pressure since a typical pumping operation is illustrated first. The ability
to efficiently precharge hydraulic system 102 during what would typically be a motoring
operation if accumulator 138 is less than a minimum threshold pressure is discussed below.
[0084] As mentioned previously, when the vehicle 100 is neither decelerating nor
accelerating, the pump-motor unit 217 and charge pump 104 are de-clutched, by the
mechanism of a clutch 208. With the pump-motor unit 217 and charge pump 204 de-clutched
from the intermediate drive shaft 202, the overall vehicle drive system 110 shown in Figure 1
operates in the same manner as if the hydraulic drive system 102 were not present.
[0085] When the vehicle operator begins to perform a braking operation which is
represented in Figure 3 with respect to the illustration of the vehicle brakes 302 and a
corresponding brake sensor 304 showing the degree of requested braking in an analog format,
one result is that the clutch 208 is actuated using clutch valve 292 by way of solenoid 290,
such that the pump-motor unit 217 is now clutched to the drive-line system 116 (i.e., to the
intermediate drive shaft 202). As discussed below, it has been determined that there are
undesirable inefficiencies in applying the clutch in a traditional manner. To reduce those
inefficiencies, in one exemplary approach hydraulic system 102 implements what may
sometimes be referred to as aggressive clutching.
[0086] Once clutch 208 is applied, an appropriate command signal is provided by
controller 140 to pumping solenoid 226 of swash control valve 222, displacing the swash-
plate 216 in a "negative" direction such that the rotation of the intermediate drive-line 202
(with the vehicle moving in a forward direction) causes the pump-motor unit 217 and the
charge pump 204 to pump pressurized fluid from the port A to the conduit 248. The fluid is
pulled from low pressure reservoir 134 by way of conduit 268 and first passes through charge
pump 204 before reaching port B of the pump-motor 217 by way of "low pressure" conduit
270, where it enters the pump motor unit.
[0087] The displacement of the swash-plate 216 (and therefore, the fluid output per
rotation of the drive-line 202) is typically proportional to the extent to which the vehicle
operator depresses the brake pedal. It is known how to set the displacement of the swash-
plate 216 proportional to the brake torque applied by the operator, or to the displacement of
the brake pedal, and therefore further discussion of the displacement of the swash-plate 216 is
not necessary herein.
[0088] With the charge pump 204 and pump-motor unit 217 in the pumping mode,
pressurized fluid communicated through the conduit 248 unseats a poppet member in the
mode control valve 232. such that the pressurized fluid flows into the conduit 223, and
thereby pressurizes the high pressure accumulator 138. At the same time, conduit 260 is also
charged with the pressurized fluid, but the fluid flow does not take place along this conduit.
[0089] At the completion of the deceleration portion of the braking cycle (pumping
mode), the vehicle operator may release the brake pedal 302 and subsequently begin to
depress the accelerator. This event is represented as one of the possible CAN message inputs
to controller 140 discussed above with respect to Figure 3. Controller 140 communicates an
appropriate signal to swash control valve 222 by way motoring solenoid 224, which uses
pressure to command the pump-motor unit 217 to transition from the pumping mode
(described previously), to the motoring mode.
[0090] In the motoring mode, the swash-plate 216 is disposed at an angular inclination
opposite that which existed when the unit was in the pumping mode (i.e., the swash-plate 216
goes "over-center" to a positive angular inclination). When the pump-motor unit 217 is in the

motoring mode, the swash-plate 216 is displaced such that flow through the pump-motor unit
217 (from port A to port B) will cause the pump-motor unit to transmit torque to the drive-
line shaft 202, tending to drive the intermediate shaft 202 of the drive-line system 110 in a
direction corresponding to the same forward movement in which the vehicle is already
engaged. By way of example only, the swash control valve 222 is constructed such that
pressurized fluid can always flow from the conduit 248 to the conduit 223 (i.e., the pumping
mode). However, only when the mode pilot valve 236 receives an appropriate input signal to
its solenoid is there an appropriate pilot signal to solenoid 238. The pilot signal assists in the
opening of the poppet member of mode valve 232 to permit relatively unrestricted flow of
high pressure fluid from the accumulator 138 through the conduit 223, and then through the
conduit 223 to the port A (inlet port in motoring mode) of the pump-motor unit 217.
[0091] Energy stored within the high pressure fluid is transferred through pump-motor
unit 217 to rotating shaft 206. The energy is transferred mechanically through gearing 210
and to intermediate shaft 202 when clutch 208 is applied. The energy is then transferred
along drive-line system 110 to wheels 104.
[0092] The "low pressure" fluid exits pump-motor unit at port B into conduit 270. It
then passes through charge by-pass valve assembly 262, which has been opened as opposed
to its state during pumping and into conduit 215 where it then goes through filter assembly
136 and into low pressure reservoir 134.
Logical Inputs and Outputs into the HLA Controller
[0093] An overview of the control logic associated with controller 140 is illustrated in
Figure 4, which illustrates at least a subset of the various inputs that may be provided to
controller 140. Some of the inputs into the control logic of Figure 4 are constants while
others are variables. Rules implemented in controller 140, as discussed in greater detail
below, result in the various outputs to elements illustrated in Figure 2 by way of the specific
inputs illustrated in Figure 4. An overview of the various inputs identified in Figure 4 is
provided in Table 3, which follows. A number of the inputs are discussed in greater detail
below with respect to specific operations associated with hydraulic drive system 102.
Table 4
[0095] An example of a determination of a swash-plate position command SwashCmd,
first discussed with respect to Table 3 above and used as an input for controller 140, is now
discussed with respect to Figure 5. In general, an operator request for torque is translated into
a swash displacement determination whereby the torque equals a pressure divided by the
product of hydraulic displacement and a constant. When there is no request for torque, the
swash-plate position command shall be zero (0) degrees.
[0096] More specifically, there are two inputs into making a determination of angular
displacement of swash-plate 216. The first input is a driver request for torque, i.e., a torque
command (Nm). The request for torque may be as a result of either driver braking or driver
acceleration. Possible inputs include that from brake pressure sensor 304 in Figure 3, or the
CAN message related to accelerator pedal position. The second input, "AccPressbar',
accumulator pressure (bar), is "AccPress," measured from sensor 282 in Figure 2 as shown at
504. The swash position command shall be zero "0" degrees when the vehicle torque
command is zero. Otherwise, in one illustrated approach:
Equation 1:
Swash Command = Torque Command (Nm) / (K * Accumulator Pressure (bar))
Where
K = 250 cubic centimeters/revolution * TransferCaseRatio/2* pi * 10 * (15)deg,

and for an exemplary transfer case, TransferCaseRatio = 2.55.
Thus, an acceleration torque command results in a positive swash command and
a braking torque command results in a negative swash command.
[0097] Once a Swash Command is calculated, however, there has to be a potential
adjustment related to saturation for acceleration. In particular, the swash position command
shall be saturated to a SwashLimit value, where the SwashLimit is
Equation 2:
- if PumpSpeed < 2500 RPM then SwashLimit = 15 deg
- if PumpSpeed > 3000 RPM then SwashLimit = 0
if 3000 RPM > PumpSpeed > 2500 RPM then SwashLimit decreases linearly
from 15 deg to 7.5 deg.
[0098] The values of 2500 RPM, 3000 RPM, 15 degrees and 7.5 degrees are merely
exemplary. The values will depend on the actual characteristics of pump-motor 130, but are
chosen to prevent inadvertent damage or inappropriate long-term wear issues to the pump-
motor. Nevertheless, the values will generally be proportionally adjusted depending on the
specific pump-motor 217. For example 7.5 degrees is half of 15 degrees.
[0099] Similarly, once a Swash Command is calculated, there has to be a potential
adjustment related to saturation for braking. The swash position command shall be saturated
to a SwashLimit value, where the SwashLimit is
Equation 3:
- if PumpSpeed < 2500 RPM then SwashLimit = -15 deg
- if PumpSpeed > 3000 RPM then SwashLimit = 0
- if 3000 RPM > PumpSpeed > 2500 RPM then SwashLimit varies linearly from -15
deg to -7.5 deg.
[0100] As illustrated in Figure 5, the torque command is
HLADrivelinTorqueRequest_Nm, the accumulator pressure is "AccPress_bar", constant K is
C_SwashCalcGain, the saturation for acceleration is CSwashCmdAccelLimit and the
saturation for braking is CSwashCmdBrakeLimit.
[0101] Once again, the values of 2500 RPM, 3000 RPM, -15 degrees and -7.5 degrees
are merely exemplary. The values will depend on the actual characteristics of pump-motor
130 as noted above.

[0102] Thus, a preliminary value will first be calculated in accordance with Equation 1
if thresholds related to the inputs for torque and accumulator pressure are met. Then a
determination related to saturation for acceleration is made in accordance with Equation 2.
The minimum value of the results of Equations 1 and 2 is determined. The minimum value is
compared to the calculation for braking in accordance with Equation 3 and the maximum
value is used. The resulting maximum value is typically used as the input for SwashCmd
within controller 140 as shown in Table 3.
[0103] Under some circumstances, however, the input for SwashCmd is overwritten by
certain rules, often based on conditions being detected within hydraulic drive system 102.
such as when high pressure accumulator 138 is first being charged at start up, or when they
hydraulic drive system is being shutdown.
Precharge Logic
[0104] The discussion above concerning the pump mode and the motoring mode of
hydraulic system 102 assumed that the hydraulic drive system 102 was in a normal operating
state. A more detailed discussion of the exiting from either a normal motoring mode or a
normal pumping mode is discussed beginning with Figure 11. However, when system 102 is
not in such a state it advantageous to precharge high pressure accumulator 138. In the
context of the present description precharge relates to the need to add some amount of
hj'draulic fluid so that the fluid has a sufficiently high pressure threshold to activate and
otherwise operate the various hydraulic controls (e.g., valve actuation) within the hydraulic
drive system 102 that are powered by hydraulic fluid from the accumulator 138.
[0105] For example, when hydraulic drive system 102 does a controlled shutdown
upon the turning off of a vehicle ignition, it is desirable to drain the high pressure
accumulator 138 to inhibit undesirable wear to the accumulator or other components within
hydraulic drive system 102, provide ease of servicing and related issues. Accumulator 138
needs to be re-pressurized upon re-activation of the hydraulic drive system 102. Similarly,
while a temperature compensation methodology is discussed below with respect to the
desirable operation of high pressure proximity switch 284, at times the pressure within the
high pressure accumulator 138 may drop below a predetermined minimum threshold, again
requiring precharging high pressure accumulator 138
[0106] Operation of a precharge logic heuristic 600, entitled SwashPrechargeLogic, is
illustrated with respect to Figure 6. In general, the flag SwashEnable is initially set to

"FALSE." (Table 4). The swash-plate 216 is set to a desired angular orientation in the
pumping direction and the necessary valves are placed in the proper orientation to permit the
pumping cycle to take place even as the vehicle 100 is actually motoring. Thus, when
precharging is taking place, some of the increased level of energy generated by the engine
112 passing through drive-line 116 as mechanical energy is diverted to the hydraulic drive
system 102 as hydraulic energy. Once precharging takes, place, however, normal motoring
and pumping modes take place as discussed in greater detail herein beginning with Figure 11.
[0107] Precharge logic heuristic is required because there is no control over the swash-
plate 216 when the accumulator 138 is discharged. As noted above, control of the swash-
plate 216 requires hydraulic fluid from the accumulator 138 to operate. Hence, it is a type of
boot-strapping. If there were adequate swash control with a discharged accumulator 138 , it
would not be as inefficient to just wait until a first braking event for vehicle 100 where the
hydraulic drive system 102 is already designed to charge the accumulator 138.
[0108] An entry point 602 to the SwashPrechargeLogic heuristic 600 is illustrated in
Figure 6. Preferably, heuristic 600 is always active within controller 104 and available for
use when necessary by the system 102. Various operational realms associated with
SwashPrechargeLogic heuristic 600 are represented by the encircled regions 602, 604, 606,
608,610.
[0109[ In the flows that are illustrated in the various figures, the term "'operational
realm" refers to a system state. However, additional states can exist within each of the
operational realms. Moreover, yet other states can exist within the states described below.
Thus, the terms "'operational realm", ""state" and "'box" are used to provide guidance
concerning the level being discussed within hydraulic drive system 102 for the indicated
topic. States are described within operational realms and boxes are described within states.
If an encircled region for an operational realm, state or box is in bold, typically there is a
more detailed discussion in an accompanying figure. Within an operational realm, state or
box, it is possible to have an operation, which is represented by a rectangular box within the
indicated flow. Often, the operation is then discussed in more detail in a separate figure,
particularly when the rectangle is bold.
[0110[ A title for each operational realm is provided in the first line of information in
each operational realm 604, 606, 608, 610, and 612. The second line, entitled ""entry:
THLAPid" is used for debugging purposes and need not be discussed further herein. The
other lines of information in each box provide conditions to be applied when in the

operational realm and will be discussed as appropriate. The term "during:" represents an
instruction to perform the processing indicating by the instruction following the ":"while in
the operational realm represented by the relevant encircled region 604, 606, 608, 610, and
612. More specifically, the term "during:" refers to actions that are executed when a state
receives an event while it is active with no valid transition away from the state. Finally, the
term "exit:" refers to actions executed when a state is exited as the result of a transition taken
away from the state.
[GUI] Between each of the operational realms 604, 606, 608, 610, and 612 are one or
more arrowed flow-lines, labeled respectively as 614, 616, 618, 620, 622, 624, 626 and 628.
Each of the flow-lines has conditions associated with it that are generally associated with
Boolean operators.
[0112] Boolean operators are represented in generally known ways. For example, the
operator "AND" is represented by the designation "&&"; the operator "OR" is represented by
the designation "H"; the operator "EQUAL TO" is represented by the designation "=="; the
operator "NOT EQUAL TO" is represented by the designation "~=" the operator "LESS
THAN" is represented by "<"; the operator "GREATER THAN" is represented by ">"; the
operator "LESS THAN OR EQUAL TO" is represented by the operator •'<="; the operator
"GREATER THAN OR EQUAL TO" is represented by the operator ">=". The designation
"..." simply indicates that the conditions that need to be satisfied are continued on the next
line of text. The conditions associated with a particular flow-line are bracketed by square
brackets "[]".
[0113] When entering one of the operational realms, states or boxes discussed in more
detail below, the term "entry:" refers to actions executed when a particular "operational
realm", "state" or "box" is entered as the result of a transition taken to that state. The use of
other Boolean operators or flow commands and a more detailed explanation of Figure 6 and
those of a similar nature also set forth herein will be clear to an individual of ordinary skill
with respect to the program known as "StateFlow" and more particularly to version 6.4 of the
program. "StateFlow" is provided by The Math Works, Inc., 3 Apple Hill Drive, Natick, MA
01760-2098. The user guide and related reference materials for "StateFlow" and more
particularly version 6.4 of the program are incorporated herein by reference. Additional
information can also be located at the URL http://www.mathworks.com/products/stateflow/.
The logic associated with Figure 6 applies equally to other flgures discussed below with
respect to other aspects of hydraulic drive system 102.
[0114] When hydraulic drive system 102 is activated such as after a shutdown of
vehicle 100 and the vehicle ignition is turned on as captured by the control logic of controller
140 in Figure 4, controller 140 invokes SwashPrechargeLogic heuristic 600 at point 602. The
SwashPrechargeLogic heuristic 600 then in turn enters the operational realm 604, entitled
SwashDrift. A flag T_SwashDrift is set to "TRUE". In general terms and as also illustrated
by the command SwashCmdPrechLogic=SwashBrakeLimit using the variable
SwashCmdPrechLogic, when the flag is set to "TRUE", a command is sent to the swash-plate
216 by controller 140 asking it to go to a maximum available angular displacement in the
negative direction to facilitate pumping. In one exemplary embodiment the value is negative
fifteen (-15) degrees, but the maximum available angular displacement will depend on
characteristics of the pump-motor unit 217 and the value of SwashBrakeLimit as set forth in
Tables.
[0115] Similarly, the terms MainBypassCmd, IsolationCmd and ChargeBypassCmd
have already been discussed with respect to Table 4 and they are set to "ON" as illustrated in
Figure 6. In summary, when solenoid 252 is "ON," hydraulic fluid cannot pass from the
"high pressure" side to the "low pressure" side using by-pass valve 246, which is forced
closed. When solenoid 244 is "ON," fluid may pass in either direction through isolation
valve 242, not being limited to one way movement toward accumulator 138 by way of the
illustrated check valve. When the bypass solenoid is "ON", the charge by-pass valve 262 is
forced closed so fluid passing through the charge pump 204 does not simply go back into
reservoir 134 via conduit 215.
[0116] Further, when in operational realm 604, when an operator of vehicle 100
commands an acceleration, the clutch 208 is activated, the vehicle starts to move, the pump-
motor 217 and charge pump 204 begin to rotate about shaft 206 and precharging begins.
[0117] As precharge pumping takes place while in operational realm 604, fluid flows
from reservoir 134, along conduit 268, through charge pump 204, along conduit 270, through
pump-motor 130, along conduit 248, through mode valve 232 against the pressure of its
spring, into conduit 223 and finally into the high pressure accumulator 138.
[0118] Heuristic 600 moves from operational realm 604 to operational realm 606,
entitled Delay2, by way of flow-line 614. This transition occurs when one of the acceptable
indicated conditions associated with flow-line 614 are met. In a first set of acceptable
conditions, accumulator pressure AccPress must be greater than the constant

C_AccPressStartup, and the state of high pressure accumulator switch AccState must equal
"not empty". In one illustrated embodiment, the constant C_AccPressStartup is one-hundred
bars. A second acceptable condition is that the sensor reading SwashFbk is less than equal to
minus five degrees as measured from sensors 218 and/or 220. A third acceptable condition is
that the mode valve is not actually closed (i.e., is set to "ON"). A final acceptable condition
is that the speed PumpSpeed of pump-motor unit B17 measured from sensor 296 is less than
200 RPM. The pump speed is used with heuristic 600 since a minimum speed is required
for pressure increase within the high pressure accumulator 130 to take place. The actual
speed required will vary with characteristics of the pump-motor 130, charge pump 204 and
other aspects of system 102.
[0119] When high pressure accumulator 138 begins to fill using the
SwashPrechargeLogic heuristic 600, the valve associated with switch 284 only begins to
open when the pressurized flow along conduit 223 begins to open it. This is done to protect
the bladder associated with accumulator unit 280 such as when a pressurized gas arrangement
is utilized. In one approach accumulator unit 280 has a bladder that contains nitrogen.
However, even if the valve opens, the switch will not change states between "accumulator
empty" and "accumulator not empty" by way of AccState (as described in Table 3) until a
minimum threshold pressure is met. During normal motoring and pumping modes switch
284 will stay in the "accumulator not empty" state because the minimum threshold pressure
continues to be met. A different heuristic is discussed below with respect to Figures 7 and 8
that helps to ensure that the switch state does not change even with changes in temperature.
If the heuristic fails, however, then the SwashPrechargeLogic heuristic 600 becomes active.
[0120] Once in realm 602, a timer is set during which solenoid 252 is set to "ON," the
isolation solenoid 244 is set to "ON," but the charge by-pass solenoid 266 is set "OFF."
Thus, fluid can now pass into reservoir 134 through conduit 215 from conduit 270. Other
time periods of delay can be used. The use of five milliseconds is merely exemplary. In
selecting a time period for delay it is important to have a set period of delay to eliminate
potential false signals or noise on the various switch indicators before moving into
operational realm 608, or if more time is required to build up accumulator pressure. Thus, as
illustrated, it is possible to pass either back to operational realm 604 or move on to
operational realm 608 from operational realm 606.
[0121] System 600 will move back to operational realm 604 as represented by flow-
line 616 if the following conditions are met. First, either the accumulator pressure must be

less than the constant C_AccPressStartup, or switch 284 must be in the accumulator empty
state. If either condition is met and (i) the angular displacement of swash-plate 216 is greater
than negative five (5) degrees; (ii) the mode valve 232 is closed, meaning that solenoid 238 is
not activated, and (iii) the speed of motor-pump unit 217 is greater than a predetermined
value such 500 RPM as measured by sensor 296, then the position of swash-plate-216 should
be adjusted. A SwashDrift correction is again required at operational realm 604.
[0122] Once the timer shows a time greater to or equal to 0.2 seconds without any
conditions requiring a return from operational state 606 to operational state 604 by way of
flow-line 616 then, as represented by flow-line 618 the system 600 moves to operational
realm 608, entitled HoldPosition. The time period of 0.2 seconds is merely exemplary. It is
selected as a long enough time, however, to provide confidence that further use of the
SwashDrift operational realm 604 is not required.
[0123] At operational realm 608 the flag T_SwashDrift is set to "FALSE." The flag
prevents any speciflc control of the swash-plate 216. Then, while in the operational realm
608, the variable SwashCmdPrechLogic is set equal to the sensor reading SwashFbk from
sensors 218 and/or 620. While in this operational realm the SwashPrechargeLogic heuristic
600 waits until the high pressure accumulator starts to fill and become pressurized. Thus, the
flag T_SwashDrift is typically set to "FALSE" for normal motoring or pumping operations.
However, as with the flag SwashEnable (Table 4), there are times when it is desirable to have
an override of the normal operation of hydraulic drive system 102 between the motoring
mode and the pumping mode. When TSwashDrift is set to "TRUE," precharging takes over
and sets both the valves and the orientation of swash-plate 216.
[0124] Generally control will pass from operational realm 608 to operational realm
610, entitled Normal, along flow-line 620. As shown in association with flow-line 620,
control passes between operational states 608 and 610 when the accumulator pressure
AccPress is greater than constant CAccPressStartup and the switch 284 is in the
accumulator not empty state.
[0125] Normally, while the vehicle 100 is operating normally between various
motoring and pumping modes, system 600 will stay in operational realm 610 and the variable
SwashCmdPrechLogic will equal SwashOutl. SwashOutl is preferably set at a
predetermined constant rate, which applies when hydraulic drive system 102 moves out of
pumping or motoring mode and is used to make sure that the displacement of swash-plate
216 does not vary too quickly.

[0126] SwashPrechargeLogic heuristic 600 will leave operational state 610 to return to
HoldPosition operational realm 608 by way of flow-line 622 only if one of two conditions is
met. The first condition is met if the pressure of accumulator 138 becomes less than the
constant CAccPressStartup minus a predetermined offset. In the illustrated system the
offset is twenty (20) bar. The second condition is met if high pressure accumulator proximity
switch 284 enters the accumulator empty state.
[0127] Apart from transition to operational realm 610, there is a second way to leave
the HoldPosition operational realm 608, i.e., by way of flow-line 624. Such transition occurs
only if controller 140 perceives a problem with pressure within the high pressure accumulator
138, e.g., the accumulator is the state "accumulator empty" or below the pressure represented
by C_AccPressStartup. The conditions associated with flow-line 624 are the same as for
flow-line 616 representing a transition between operational realms 604 and 606.
[0128] Operational state 612 is essentially a built-in time delay mechanism where, by
of example, a time delay variable may be set to five (5) milliseconds. Control will return
back to the HoldPosition operational state 608 if the conditions of flow-line 626 are met.
Again showing symmetry, the conditions of flow-line 626 are the same as for flow-line 614
between operational states 604 and 606. On the other hand, if controller 140 perceives
problems with the system 102 having lost the necessary minimum accumulator pressure for
high pressure accumulator 138, then after a predetermined period of time, illustrated as
greater than or equal to one second, control will return to operational realm 604. The entire
process will begin again, including the forced movement of the swash-plate 216 to the
necessary angular displacement and the valves being set to maximize pressure buildup when
mechanical energy is converted to hydraulic energy by way of charge pump 204 and pump-
motor 130.
Temperature Compensation for Pressure Limits
[0129] As discussed in detail above, the SwashPrechargeLogic heuristic 600 is used to
precharge high pressure accumulator 138 to at least a minimal pressure such that the high
pressure proximity accumulator switch 284 changes state from "accumulator empty"
(ACCEMPTY) to "accumulator not empty" (ACC_NOT_EMPTY) by way of variable
AccState. It is desirable that SwashPrechargeLogic heuristic 600 only be used only upon the
turning on of the ignition of vehicle 100 and initial activation of hydraulic drive system 102,
which is necessary because accumulator 138 has been bled to atmospheric pressure when the

ignition was last turned off. Sucii a bleeding is performed for various reasons, including the
desire to maximize the operational life of the accumulator. Completely bleeding the
accumulator 138 is not desired, however, when hydraulic drive system 102 is in its normal
operational state.
[0130] There is an appropriate cut off point for AccState where a majority of the
appropriate volume of hydraulic fluid has been removed from the high pressure accumulator
unit 280 such that the removal of any additional volume of fluid will result in a precipitous
pressure drop, thereby requiring the use of heuristic 600 to recharge the high pressure
accumulator 138. A pressure point is selected to remove as much volume of fluid as possible
for a given temperature without inadvertently permitting the precipitous drop in pressure,
thereby creating the need to continuously invoke heuristic 6100 during normal operation of
system 102. Thus, as noted above and in Table 3, it is desired to avoid a change of state
AccState for accumulator switch 284 during normal operation of hydraulic drive system 102
between motoring mode and pumping mode.
[0131] Figure 7A shows the desired changes in pressure for sensor 282 during normal
motoring and pumping modes, and transitions therebetween, by way of line 702. At time tO
motoring begins and the pressure of accumulator 138 is at its maximum level. As motoring
takes place, bleeding pressurized fluid from the accumulator, the pressure begins to drop.
Once the pressure reaches a predefined threshold motoring stops without the accumulator
switch changing state from "accumulator not empty" to "accumulator empty" as shown at
time tl. Then, between time tl and time t2, neither motoring nor pumping takes place within
hydraulic drive system 102 although vehicle 100 itself is moving. However, at some point
vehicle 100 begins to decelerate, invoking the pumping mode at time t3. Pumping continues
until the pressure of fluid stored in accumulator 238 is generally the same as that at time tO.
The system recycles back to time tO and the process begins again.
[0132] Unfortunately, however, at times, pressure is not correctly maintained. Instead
of maintaining at least a minimal pressure as shown between times tl and t2, the accumulator
abruptly loses all of its pressure essentially all at once after a certain minimum pressure level
is reached as shown by line 704 and point 706. The reason for such pressure loss is generally
that too much hydraulic fluid was permitted to leave the accumulator unit 280. Under such
circumstances, it takes time and energy to precharge the accumulator unit 280 using heuristic
600 as discussed above, which decreases the operational efficiency of system 102 because
normal motoring and pumping is not possible when precharging is taking place. Moreover.

as noted above, there is no control of swash-plate 216 if there is no pressurized hydraulic
fluid available.
[0133] In practice, the conditions under which proximity switch 284 should change
state to avoid complete bleeding of high pressure accumulator unit 280 is not constant, but
varies significantly with temperature. As illustrated in Figure 7B, various graphs of pressure
versus volume show that as temperature increases, the less volume of hydraulic fluid that can
be stored at the same pressure.
[0134] Thus, it has been found that, to minimize the need to invoke
SwashPrechargeLogic heuristic 600, a mechanism is necessary to adjust parameters
associated with the activation of switch 284 between the states "accumulator empty" and
"accumulator not empty." Such adjustment accommodates for pressure changes as a result of
temperature changes, thereby affecting the amount of volume that can be removed at any one
time from high pressure accumulator unit 280.
[0135] Measuring temperature in association with the use of accumulator 130,
including high pressure sensor 282, high pressure proximity accumulator switch 284 and
accumulator unit 280 has been problematic. In practice, as mentioned above, it has been
difficult to determine a real-time temperature reading that is capable of determining when the
maximum volume of hydraulic fluid can be removed from accumulator 138 without the
pressure dropping precipitously.
[0136] In general terms, pressure is monitored within hydraulic drive system 102 as
follows. Pressure sensed by sensor 282 is stored at the time that switch 284 changes state and
opens to permit the commencement of the motoring mode. This is shown at time tO in Figure
7A. The pressure sensed by the sensor 282 is again stored when switch 284 changes state
between "accumulator not empty" and "accumulator empty" at time tl, particularly if there is
an undesirable precipitous drop in pressure. Under such a circumstance, an offset for the
pressure is added as a hysteresis and the new and higher value of pressure is used as the new
pressure limit for the change of state for switch 284 so that the associated valve shuts off
before the volume of fluid becomes undesirably low. Thus, the pressure at which motoring
stops because of a change of pressure is compared against a threshold pressure that can be
adjusted based on changing conditions.
[0137] Such an approach has been found to be more accurate to changing conditions
then simply measuring fluid temperature in an attempt to determine amount of acceptable
volume removal from the high pressure accumulator 130. Nevertheless, the use of

temperature such as that measured by sensor 288 for reservoir 134 does provide some
guidance. Particularly when a vehicle 100 is first started and system temperature is generally
constant, the temperature information is preferably used to provide an initial pressure for
setting the change in state of switch 284, which is then adjusted as temperature increases over
time. If the temperature goes down for same reason (e.g., idling for a period of time), it is
also possible to reduce the pressure level for switch activation at time tl accordingly.
[0138] A HighAccPressMinLimits heuristic 800 is illustrated in Figure 8. Heuristic
800 begins at entry point 802 and includes operational realms 804, 806, 808, and 810.
[0139] Operational realm 804 is entitled FootValveOpen. The variable AccPressMin is
equal to the maximum value of either the prior iteration of AccPressMin or a preset constant,
illustrated in the example as 135 bars, which is roughly atmospheric pressure at an ambient
temperature of twenty (20) degrees Celsius. AccPressMin should reflect, however, the
minimum acceptable value of pressure for hydraulic system 102. For example, the initial
minimum pressure is also based on the precharge pressure designed for accumulator unit 280.
Thus, the "max" operation is typically used to prevent accidental over-compression of a
bladder associated with high pressure accumulator unit 280 when a gas accumulator with
bladder is utilized.
[0140] AccPressMin is defined above in Table 4. The initial default value of
AccPressMin may be changed depending on the value of the temperature measured by a
sensor such as sensor 288, and will typically be higher as the temperature is higher. Thus, in
some approaches, a lookup table is provided and the minimum value of 135 bars is adjusted
upwardly as the temperature measured by sensor 288 increases.
[0141] Next, the variable MinAccPressToMotor is set equal to the variable
AccPressMin plus a predetermined offset. In the exemplary flow, the offset is 15 bars.
MinAccPressToMotor is defined in Table 4 above. It is used to help determine when system
102 should enter the motoring mode.
[0142] Control passes from operational realm 804 to operational realm 806, entitled
TimeDelay2, when high pressure proximity accumulator switch 284 changes state to
"accumulator empty" and closes high pressure accumulator 280 as shown by flow-line 812.
Operational realm 806 provides a time delay to filter out false signals. In the illustrated
heuristic, the time variable is set to five milliseconds. If it turns out that there was a false
signal and switch 284 has not changed state to "accumulator empty," then control passes back
to FootValveOpen operational realm 804. Preferably, hydraulic drive system 102 should

never leave operational realm 804 during normal operation of the system for the reasons
noted above. However, if it does, e.g., because an adjustment is required because of changes
in temperature, the discussion that follows addresses the actual pressure adjustments that
need to be made in one exemplary approach using heuristic 800.
[0143] Thus, control passes from operational realm 806 to operational realm 808,
entitled FootValveClosed, if the time delay is greater or equal to 0.5 seconds and the
accumulator switch 284 has entered the state "accumulator empty," as shown by flow-line
816.
[0144] In FootValveClosed operational realm 808 a temporary value is set to the
current accumulator pressure as measured by sensor 282. This temporary pressure value
continues to update until the valve associated with switch 284 changes state and opens. In
other words, control of heuristic 800 stays within operational realm 808 until switch 284
changes state to "accumulator not empty" as shown by flow line 818. The pressure measured
at the time of such a state change is captured in the variable HighAccPress_temp.
[0145] Flow-line 818 connects to operational realm 810, entitled TimeDelayl, which
performs the same operation as in operational realm 806 although the time may not be
identical. If it turns out that there was a false signal and the accumulator state should be
"accumulator empty" then control passes back to operational realm 808.
[0146] Otherwise, if the time is greater than 0.5 seconds and the state of accumulator
switch 284 is "accumulator not empty" then the variable AccPressMin is set to the value of
AccPressTemp when in operational realm 808 and then increased by a preset amount,
illustrated as 5 bars. This is shown in flow-line 822, passing control from operational realm
810 back to FootValveOpen operational realm 804. As noted above, ideally, control will
remain within operational realm 804 until further temperature compensation because of
pressure limits is required.
Compensation for Swash Neutral Drift
[0147] As noted above, when hydraulic drive system 102 is discharging (e.g., in a
motoring mode) the swash-plate 216 is moved in a positive angular displacement, up to a
maximum angle such as fifteen (15) degrees. Similarly, when the hydraulic drive system 102
is charging (e.g., precharging or in a normal pumping mode), the swash-plate is moved in a
negative angular displacement up to a maximum angle such as fifteen (15) degrees. When
the system is in a neutral position, however, neither pumping nor motoring, ideally the

swash-plate 216 is in a neutral position of zero displacement, which is set at zero (0) degrees.
When the swash-plate 216 is at zero degrees it is considered at an absolute neutral position.
[0148] In practice, however, either the swash-plate 216 or the sensors 218 and/or 220
that measure the positioning of the swash-plate 216 have a tendency to drift and a
compensation has been found beneficial to calibrate the swash-plate and sensors to adjust for
the drift so that the overall system works more efficiently in overall operation. In the
discussion that takes place below reference to drift of the swash-plate 216 also refers to
potential issues with sensor signal drifting that can result from sensor readings as well
[0149] Operation of a heuristic called NeutralDriftCompensation 900 is illustrated in
Figures 9 and 10. Heuristic 900 includes operational realms 904, 906 and 906. Details of
operational realm 906 are explained in greater detail in Figure 10. As discussed in more
detail with respect to Figure 11, adjustment for drift of the swash-plate 216 preferably takes
place after the motoring mode is terminated, as shown with respect to the transition from
operational realm 1110 to operational realm 1108 by way of flow-line 1130. The conditions
associated with flow-line 1130 in addition to those associated with the exit of the motoring
mode are discussed below with respect to operation 1112 in Figure 11 and Figure 15.
[0150] In order for drift compensation to take place, one of the conditions that needs to
be satisfied is that the mode valve 232 needs to be open. Valve 232 is open when hydraulic
drive system 102 is in motoring mode. Controller 140 then checks for a flow through pump-
motor unit 217 in the motoring direction to see if there has been any drift.
[0151] NeutralDriftCompensation heuristic 900 begins at entry point 902. the default
state, entitled NotEnabled. Control remains within operational realm 904 until the conditions
of flow-line 908 are met. First, flag SwashCalibration. discussed above as one of the output
variables from controller 140, and must not be equal to "FALSE." A "FALSE" value of the
SwashCalibration flag indicates that (i) the hydraulic drive system 102 has just exited from
motoring mode; (ii) the mode valve 232 is still open to permit flow to go from accumulator
138 to the reservoir 134; and (iii) there is sufficient vehicle speed for an effective neutral drift
sensing. Second, a reading SwashFbk from sensor 218 and/or 210 must be less than a
constant CSwashAccelldleBand and greater than a second constant
C SwashBrakeldleBand, indicating that the swash-plate 216 is believed to be in the neutral
position. In one illustrated approach, constant C_SwashAccelIdleBand is +0.25 degrees,
while constant C_SwashBrakeIdleBand is -0.25 degrees. If all three conditions are met, then
using flow-line 908, control passes from operational realm 904 to operational realm 906,

entitled delay. On the other hand, even if the flag SwashCalibration has been set not equal to
"FALSE", control will not pass to the next operational realm if the position of swash-plate
216 is within an operational band extending between constant CSwashBrakeldleBand and
constant C_SwashAccelIdleBand. An exemplary value of CSwashAccelldleBand is one-
half (0.5) degree. Use of the constant C_SwashAccelIdleBand represents a recognition that it
is unrealistic to expect the swash-plate 216 to remain exactly at single point of zero (0)
degrees even when in neutral and properly calibrated for drift. Further, the band of
acceptable "neutrality" may be easily adjusted as a result of hardware and environmental
issues, or specific performance considerations. For example, the constants may be changed
under certain operational protocols as appropriate.
[0152] Once in Delay operational realm 906, a time delay is imposed in accordance
with the variable LOOPTIMESLOW. which can vary as appropriate. The delay is imposed
in operational realm 906 to permit the swash-plate 216 to settle in a rest position before
starting an adjustment calculation as discussed with respect to operational realm 908. As
shown by flow-line 910, an adjustment to swash-plate 216 will not be performed if one of
three indicated conditions is met. First, if the flag SwashCalibration is set as "FALSE," then
control returns from Delay operational realm 906 back to NotEnabled operational realm 902.
Control also returns from Delay operational realm 906 back to NotEnabled operational realm
902 if the sensor readings from sensors 218 and/or 220 are either greater than constant
C_SwashAccelIdleBand or less than C_SwashBrakeIdleBand. However, a multiplication
factor of 1.5 is illustrated for the indicated conditions to avoid the need to enter into
operational realm 908 on a too frequent basis. Under some circumstances, however, there
will be no offset. The offset is merely shown to be illustrative of one approach.
[0153] On the other hand, if the conditions associated with flow-line 910 are not met,
but the delay time is greater than or equal to the constant CSwashCalibrationDelayTime as
shown by flow-line 912, control passes to operational realm 908, entitled Adjustment. The
value of the constant will depend on operational, environmental, and hardware characteristics
related to hydraulic drive system 102, but should desirably made as reasonably short as
possible.
[0154] Control will pass from Adjustment operational realm 908 back to NotEnabled
operational realm 902 by way of flow-line 914 if the same conditions that are discussed with
respect to flow-line 910 are met with respect to flow-line 914. In some approaches, portions
of the conditions, such as the offset value (here, 1.5 for both), may be different.

[0155] The operations that take place within operational realm 908 are illustrated in
Figure 10. The operational realm is entered at point 1002 where it goes into a state 1004
entitled Timel. A pressure reading is taken that is reflected as HighP at some appropriate
point within hydraulic system 102, such as, for example, using AccPressbar from high
pressure accumulator sensor 282. The value of the pressure is saved using variable HighPtl
and a timer starts such as that in operational realm 906. Once the timer has a value greater
than or equal to the constant C_PressureChangeTime as shown by flow-line 1006, control
moves from state 1004 to state 1008 entitled Time2. Typically, the constant
C_PressureChangeTime is set on the order of a second or so. In state 1008 the pressure from
the same sensor such as sensor 282 is again measured and saved using the temporary variable
HighP_t2. The two temporary variables representing the pressure at time 1 within state
Timel and at time 2 within state Time2 are then compared.
[0156] If there is a change in pressure between the two pressure readings then there is
flow. If there is flow then the pump-motor unit 130 is actually not in neutral. If the change
in pressure between the two times is positive, meaning that a pressure discharge is taking
place (e.g., motoring), then the operational realm 908 needs to adjust the swash-plate 216 in
the negative direction. However, if the change of pressure is negative, then a charging
operation is taking place (e.g., pumping) and the operational realm needs to adjust the swash-
plate 216 in the positive direction. The process needs to continue until operational realm 908
is exited by one of the conditions associated with flow-line 914 in Figure 9 being satisfied as
discussed above.
[0157] More specifically, the rest of the adjustment process is illustrated by way of
flow-line 1010, condition point 1012, flow line 1014, condition point 1016, flow-line 1018,
condition point 1020, and flow-line 1022, finally returning to state 1008.
[0158] As shown by flow-line 1014 between condition points 1012 and 1014, if the
change in pressure is greater than the constant CDecreaseSwashPressureChange, then the
swash-plate 216 is adjusted a minute amount Anglel_Neutral_Bit in the negative direction as
represented by the condition "-=1". In contrast, as shown using flow-line 1018 between
condition points 1018 and 1020, if the change in pressure is less than the same constant, then
the angular displacement of the swash-plate 216 is adjusted by the amount represented by the
variable Angle l_Neutral_bit in the positive angular direction, as represented by the condition
"+=1". Typically, Anglel_Neutral_Bit is set to be on the order of 0.04 degrees, meaning
that the change in angular displacement is very small for each iteration of the adjustment

If the change in angular displacement is insufficient because of time constraints, the
n be increased accordingly.
from Motoring Mode and Pumping Mode
Figures 11 through 28 concern the movement of hydraulic drive system 102
neutral state to either one of a pump mode or a motoring mode in normal operation,
en the exiting from each of the modes back to the neutral state. If the exiting is due to
lerator command, the path followed uses a constant rate methodology as described in
; detail below. However, if the exiting is due to the hydraulic drive system 102
oaching a condition limit, typically based on either the speed of pump-motor 130 or
.sured pressure of accumulator 138, then the path followed uses a variable rate
:hodology, which has been termed "soft exit".
60] By using the term constant rate we mean that there is so much a change in the
'lacement of swash-plate 216 per second (e.g., 15 degrees in 500 msec).
;1] On the other hand, when timing is an issue, different metrics, namely the
cem with both pressure (bar) and pump speed (RPM), is used. By using the term variable
; we mean that there is so much a change in the displacement of swash-plate 216 per
inge in pressure associated with accumulator 138 or a change in pump speed of pump-
^tor 130.
il62] To facilitate the discussion that follows, it is to be assumed that hydraulic drive
stem 102 exits the pumping mode at a constant rate when an operator of vehicle 100 is
ine braking (e.g., the operator's foot removed from the brake pedal). Hydraulic drive
stem 102 exits braking at a variable rate when the maximum amount of hydraulic energy
s been stored in the system or if another condition specific to the system has been met.
163] Hydraulic drive system 102 exits the motoring mode at a constant rate when an
erator command causes the exit (e.g., the foot is removed from the gas pedal). Hydraulic
ve system 102 also exits motoring when the system 102 has exhausted the stored energy
.ailable to promote acceleration.
i/164] Exiting the pumping mode at a constant rate is generally slower then exiting at a
ariable rate. Because performance issues associated with hydraulic drive system 102 are not
le limiting factor (e.g., there is no issue with respect to the pressure stored or remaining in
le system), the variable rate can be based on time. Other factors also influence both pressure
.nd speed.
41

[0165] When using variable rate exiting, however, as the limit is approached then less
displacement of swash-plate 216 is allowed. Generally, the limit is reached at the same time
zero displacement is reached. In this way there is a gradual or "soft exit". However, such an
exit is nonetheless faster than constant rate exiting. Both the constant rate exit state and the
variable rate state, however, represent transitions from either a motoring mode or a pumping
mode and the neutral state.
[0166] More specifically, it is desirable to undertake a soft exit from a motoring mode
when the pressure associated with high pressure accumulator 138 drops to a predetermined
level as discussed above, for example with respect to Figure 7A, or if the pump-motor unit
217 exceeds a desired pump speed limit. Thus, both conditions (pressure of high pressure
accumulator 138 and speed of pump-motor unit 217) are monitored carefully. Similarly, to
exit pumping mode, a maximum desirable pressure must be reached for high pressure
accumulator 138 or the speed of pump-motor unit 217 exceeds a threshold value. In either
case, however, unless there are extenuating circumstances such as a fault, it is desirable to
exit out of the pumping mode or the motoring mode in a manner that maximizes torque, but
also is accomplished in a manner that is not abrupt or disruptive to long-term operation of
hydraulic drive system 102. Moreover the transition of hydraulic drive system to the neutral
state should permit engine 112 to smoothly adjust for the changing torque load. Such a
transition is accomplished through a controlled adjustment or modulation of swash-plate 216.
taking into account the current pressure and the end pressure to reach a neutral displacement.
Temperature can also play a factor. Nevertheless, preferably the swash-plate 216 is gradually
de-stroked.
[0167] Figure 11 represents an example of a hydraulic drive system 102 when it is in
an engaged state 1100, represented by the term Engaged. When entering engaged state 1100,
the flag SwashEnable is set equal to "TRUE" to permit operation of a close loop swash
control for displacement of swash-plate 216. A variable called DisengageCmd is set to
"FALSE" within controller 140. Further the variables IsolationCmd and MainBypassCmd
are both set to condition "ON," meaning that the isolation valve 242 is set to open while the
bypass valve 250 is set to closed. While in engaged state 1100, certain actions are executed
when the state receives an event while it is active with no valid transition away from the state.
These actions include setting SwashEnable to condition "TRUE". Further, an appropriate
signal is set to clutch valve solenoid 290 when the flag associated with TransCaseCmd is set

to "ON". Finally, both IsolationCmd and MainBypassCmd are maintained in the "ON"
condition.
[0168] Engaged state 1100 is entered by way of entry point 1102. There are various
operational realms 1104, 1106, 1108, and 1110 associated with engaged state 1100. There
are also various operations 1112, 1114, 1116, 1118, and 1120 that are called while in engaged
state 1100.
[0169] Once engaged state 1100 is entered by way of entry point 1102, control passes
first to operational realm 1104, entitled PumpInNeutral. While in this operational realm the
variable SwashOut is set equal to "0," meaning that the set point for the swash-plate is at a
neutral displacement of zero (0) degrees. The mode valve 230 is set to a closed position by
the variable ModeCmd being set to the condition "OFF," while the charge by-pass valve 263
is set to an open position by the variable ChargeBypassCmd being set to the condition
"OFF". Flags associated with variables BrakeCmd and AccelCmd are both set to "FALSE,"
meaning that neither motoring nor pumping should take place. The variable DisengageCmd
is set to "FALSE".
[0170] Further, operation 1116, entitled EvalBrakeTorqueAvail, is executed within
operational realm 1104. As illustrated in an exemplary manner in Figure 12, operation 1116
is entered by way of entry point 1202. As shown by fiow-line 1204 if three conditions are
met then the variable NegativeSwashLimit is set to equal to the value associated with the
variable SwashBrakeLimit, meaning that the hydraulic drive system 102 has braking torque
available and can go into pumping mode upon receiving an operator command. The variable
SwashBrakeLimit is discussed above, including with respect to Table 3. Otherwise, if any
one of the conditions is not met, then the variable NegativeSwashLimit is set equal to "0." as
shown by flow-line 1206, meaning that the hydraulic drive system 102 cannot deliver braking
torque. The three conditions are that (i) the pressure measured by sensor 282 must be less
than the value set by MaxAccPressToBrake; (ii) the speed of pump-motor 130 must be
greater than the constant represented by C_MinPumpSpeedToBrake, which represents the
minimum pump speed that is acceptable to permit the pumping mode; and (iii) the reservoir
level associated with the measurement of sensor 286 must be greater than the constant
CJVIinOilLevelToBrake, which represents the minimum level of hydraulic fluid in low
pressure reservoir 134. The value of the two constants will be different depending on the
specific hydraulic drive system 102, but are set so that if the conditions are met, the pumping

mode may be appropriately entered. As noted above with respect to Table 3, the value of
MaxAccPresstoBrake is related to temperature.
[0171] If the conditions of flow-line 1204 are met, then if the variable SwashCmd is
less than the constant C_SwashBrakeIdleBand, indicating that an operator braking command
is present, then the flag BrakeCmd is set to "TRUE," as shown by flow-line 1208. This
means that the hydraulic drive system 102 is commanded to transition to a pumping mode
(i.e., a braking state). Otherwise, the flag BrakeCmd is set to "FALSE" as shown by flow-
line 1210, and the hydraulic drive system 102 will remain in PumpInNeutral operational
realm 1104. SwashCmd is an input resulting from a determination of a swash plate position
command, discussed with respect to Table 3 and Figure 5. The constant
C SwashBrakeldleBand is discussed with respect to Figure 9.
[0172] Operational Realm 1104 also executes the operation 1118, entitled
EvalAccelTorqueAvail. As illustrated by way of example in Figure 13, operation 1118 is
entered by way of entry point 1302. For the variable PositiveSwashLimit to be set equal to
the value associated with the variable SwashAccelLimit, four conditions, listed below, must
be satisfied. Otherwise, i.e., if any one of the conditions is not met, then the variable
PositiveSwashLimit is set equal to "0" as shown by flow-line 1306, indicating that the
hydraulic drive system 102 cannot deliver an accelerating torque (while in braking). The
variable SwashAccelLimit is discussed above, including with respect to Table 3. The first
condition is that the accumulator pressure 282 must be greater than a value associated with
the variable MinAccPressToAccel. As noted above with respect to Table 3, the value of
MinAccPressToAccel is related to temperature. The second condition is that the speed of
pump-motor unit 217 must be greater than constant C_MinPumpSpeedToAccel (discussed
with respect to Figure 12). The third condition is that the speed of pump-motor unit 217 must
be less than a constant CMaxPumpSpeedToAccel, which is the maximum speed of pump-
motor unit 217 to permit the motoring mode. The fourth condition that must be met is that the
flag AccState associated with high pressure proximity switch 284 must be set to the condition
"accumulator not empty." The value of the constants will be different depending on the
specific hydraulic drive system 102, but are set so that if the conditions are met, the motoring
mode may be appropriately entered.
[0173] If the conditions of flow-line 1304 are met. then hydraulic drive system 102 can
provide an accelerating torque. Further, if the variable SwashCmd is greater than the
constant C_SwashBrakeIdleBand, then the flag AccelCmd is set to "TRUE" as shown by

flow-line 1308, meaning that the hydraulic drive system will transition to motoring mode.
Acceleration operational realm 1110. Otherwise, the flag AccelCmd is set to "FALSE" as
shown by flow-line 1310, indicating that the hydraulic drive system 102 will stay in the
PumpInNeutral operational realm 1104. SwashCmd is an input resulting from a
determination of a swash plate position command, discussed with respect to Table 3 and
Figure 5. The constant CSwashAccelldleBand is discussed with respect to Figure 9.
[0174] As control of hydraulic drive system 102 remains within operational realm
1104, operations 1116 and 1118 continue to be executed. An additional operation 1120 is
also executed, and which is entitled CheckDisengageCond. An example of the operation
1120 is illustrated in Figure 14. The flag DisengageCmd, used to exit out of state 1100, is set
equal to "TRUE" if there is a specified type of fault that takes place within hydraulic drive
system 102. Control will also exit state 1100 if the variable HLAOpMode, discussed above
with respect to Table 3, is set to execute a "soft shutdown." Finally, the DisengageCmd flag
will also be set equal to "TRUE" if the speed of pump-motor unit 217 is greater than or equal
to a disengagement speed represented by the constant CDisengageSpeed. The value of the
constant CDisengageSpeed will depend on various conditions as well as the physical make
up of the relevant portions of the hydraulic drive system 102.
[0175] Control will leave operational realm 1104 to pass into operational realm 1106 to
permit pumping when the flag BrakeCmd is set equal to "TRUE," as shown by flow-line
1122. Control will return to operational realm 1104 when the pumping mode is complete as
shown by flow-line 1124. The position of the swash plate 216 is controlled to permit an exit
to operational realm 1104 either by de-stroking to neutral in a constant rate manner as
discussed with respect to state 1706 or by de-stroking to neutral in a variable rate manner as
discussed with respect to state 1708, both of which are discussed further below.
[0176] Similarly, control will leave operational realm 1104 to pass into operational
realm 1 HO to permit motoring when the flag AccelCmd is set equal to "TRUE," as shown by
flow line 1126. As shown by flow-line 1128, control will return to operational realm 1104
when the motoring mode is complete, and when there is no need to adjust for drift of swash-
plate 216 as discussed with respect to Figure 9.
The operation 1112, entitled CheckDriftCompensationCond, is illustrated in Figure 15. The
flag DriftCompensationCond is set to "FALSE" if one of the following conditions is met: (i)
a specified fault occurs; (ii) the hydraulic drive system 102 enters into a "soft shutdown"
mode; (iii) the speed of pump-motor unit 217 is less than equal to the constant

CSwashCalibrateMinSpeed (the minimum speed of pump-motor unit 217 at which
calibration of the swash-plate 216 can take place); (iv) the value of the variable SwashCmd is
less than the constant C_SwashBrakeIdleBand or greater than the constant
C SwashAccelldleBand; or (v) the speed of pump-motor unit 217 is greater or equal to the
constant CDisengagespeed. Otherwise, if the variable PumpSpeed is greater than the
constant CSwashCalibrateMinSpeed. then the flag DriftCompensationCond is set to
"TRUE".
[0177] However, even when the motoring mode is complete, if there is a need to adjust
for drift of the swash-plate 216 then operational realm 1108, entitled CheckNeutralDrift, is
entered. As illustrated by flow-line 1130, the flag DoneAccel is set to "TRUE" and the flag
DriftCompensationCond is set to "TRUE". The operational realm 1108 sets conditions and
timing for executing the neutral drift compensation 900. Control of the operational realm
1108 exits when appropriate by the flag DriftCompExitCmd being set equal to "TRUE," and
then returns back to operational realm 1104 by way of flow-line 1132, where the pump-motor
130 Is in neutral.
[0178] Operation 1114, entitled CheckDriftExit, is used in deciding whether to exit
operational realm 1108. As illustrated in Figure 16, an exit takes place when one of the
exemplary conditions is met. The conditions illustrated include (i) a predefined system fault;
(ii) a command to undertake a soft shut down hydraulic drive system 102; (iii) the variable
SwashCmd being either less than or greater than the indicated constant as discussed with
respect to Figure 5; (iv) the speed of the pump-motor 130 being less than a constant entitled
C SwashCalibrateMinSpeed (the minimum speed of pump-motor unit 217 at which
calibration of the swash-plate 216 can take place) minus an offset illustrated as being 300
RPM; (v) the pump speed being greater or equal to the constant C_DisengageSpeed (a
disengagement speed of pump-motor unit 217); or (vi) a timer value being greater than a
constant C_SwashCalibrationTotalTime (the total time permitted for swash calibration to take
place). As noted elsewhere, the constants are set depending on hardware, operational and
environmental conditions. If one of the exemplary conditions is not met then the flag
DriftCompExitCmd is set to "FALSE"
[0179] The operational realm 1106 associated with the operation of the pumping mode,
entitled Braking, is illustrated in greater detail in Figure 17. Operational realm 1106 is
entered by way of entry point 1702. Three states, 1704, 1706, and 1708 are illustrated in
Figure 17. Control initially passes into state 1704, entitled Brake. When a flag ExitBrake is

set to "TRUE", control then passes to state 1706, entitled ExitBrakeAtConstRate, as shown
by flow-line 1710. Otherwise, when the pressure of accumulator sensor 282 is greater than
the value of MaxAccPressToBrake (Table 3) control passes from state 1704 to state 1708,
entitled ExitBrakeAtVarRate, as shown by flow-line 1712. Various operations, 1714, 1716,
1718, 1720 and 1722 are called while in operational realm 1106.
[0180] When entering operational realm 1106, mode valve is 232 is closed, and the
variable ExitBrake is set to the value of "0". While in the operational realm 1106 when the
operation 1714, entitled CheckBrakeExitConditions, is being executed, the mode valve 232 is
set to a closed orientation and the charge by-pass valve 263 is set to a closed orientation by
operation of solenoid 266. The variable PositiveSwashLimit is set to the value of "0". The
variable PositiveSwashLimit is used with motoring mode as opposed to pumping mode as
discussed in Table 3.
[0181] The CheckBrakeExitConditions operation 1714 is illustrated in Figure 18 in
accordance with one exemplary approach. The flag ExitBrake is set to "TRUE" if one of the
following conditions is met: (i) The variable SwashCmd is greater than or equal to the value
of "0" (See Table 3 and Figure 5); (ii) a predetermined fault takes place; (iii); the hydraulic
drive system 102 is set to do a soft shutdown; (iv) the speed of pump-motor unit 217 is less
than or equal to the constant C_PumpSpeedPumpExit, which is the lowermost speed of
pump-motor unit 217 at which the pumping should cease; (v) the pump speed is greater than
or equal to the constant of C_DisengageSpeed; or (vi) the level of low pressure reservoir 134
drops below a predetermined level represented by COilLevelPumpExit as measured by
sensor 286. Otherwise, the flag ExitBrake is set to "FALSE," and control remains in the
braking operational realm 1106. The constant C_ PumpSpeedPumpExit is set at 150 RPM in
one exemplary approach. However, more generally, the constant C_ PumpSpeedPumpExit is
set at a speed determined to be too low for any effective braking to take place, meaning that
not much energy can be stored at the indicated speed; in this circumstance, controller 140 is
programmed to initiate an exit of pumping mode.
[0182] From entry point 1702, control passes to state 1704, entitled Brake. The flag
DoneBrake is set to "FALSE," while the variable SwashOut is set to the value of "0" degrees.
The variable NegativeSwashLimit is set to the value represented by SwashBrakeLimit (Table
3). While in the Brake state 1704, the operation 1718, entitled BrakeMore, and the operation
1716, entitled BrakeLess, are executed.

[0183] An example of the BrakeMore operation 1718 is illustrated in Figure 19.
Operation 1718 is called when an operator command SwashCmd requests a more negative
displacement to swash-plate 216. The operation continues if the variable SwashCmd is less
than the value of the variable SwashOut as shown by flow-line 1902. This condition
indicates that an operator of vehicle 100 continues to push on the braking pedal. Therefore,
the braking command increases. Consequently, the variable SwashOut will be re-computed
based on this continued braking command from the operator, but also accounting for a built-
in constant rate that will always override an operator command.
[0184] Two possible outcomes upon a brake command are therefore possible. As
shown by flow-line 1904, if the value of difference between the variables SwashOut and
SwashCmd is greater than the constant C_SwashBrakeDecrease, then the variable SwashOut
is set to its previous value less the value of the constant. Otherwise, as shown by flow-line
1906, the value of the variable SwashOut is set to the value of the variable SwashCmd.
[0185] Accordingly, if a commanded change is greater than the built-in rate of change,
the built-in rate of change takes precedence. In one example, the built-in rate is 500 msec for
a 15 degree change in angular displacement of swash-plate 216. Thus, if a change of two (2)
degrees is commanded, the change cannot happen faster than 2 deg * (500 msec /15 deg) or
66.6 msec. C_SwashBrakeDecrease is set in one example at 0.15 degrees per cycle (i.e.,
count), where a cycle is 5 msec. Thus, only a 0.15 degree of change will be allowed in 5
msec. The result is that a maximum change from zero (0) degrees to fifteen (15) degrees
cannot happen in less than 500 msec.
[0186] On the other hand, as shown with respect to the BrakeLess operation 1716 in
Figure 20, this latter operation is utilized if the value of the variable SwashCmd is greater
than the value of the variable SwashOut as shown by flow-line 2002. The operation 1716 is
called if an operator command requests a less negative displacement of swash-plate 216. As
shown by flow-line 2004, if the difference between the value of the variable SwashCmd and
the variable SwashOut is greater than the constant C_SwashBrakeIncrease, then the value of
the variable SwashOut is set to the prior value of SwashOut plus a constant
C SwashBrakelncrease. Finally, the variable SwashOut is set equal to the minimum value of
either the current value of SwashOut or "0". Otherwise, in the other branch of the operation
1716, as shown by flow-line 2006, the value of the variable SwashOut is set equal to the
variable SwashCmd. Finally, the variable SwashOut is then set equal to the minimum of
either the current value of the variable SwashOut or "0". The setting of the variable to "0"

ensures that the system does not go into an acceleration realm of positive angular
displacements. The constant CSwashBrakelncrease is set to 0.15 using the same rationale
as for CSwashBrakeDecrease, above.
[0187] Using the value of SwashOut from either operation 1716 or operation 1718,
SwashOut is then set in state 1704 to the maximum of either the current value of SwashOut
or the SwashBrakeLimit, whichever is larger (or in other words, whichever is less negative).
This ensures that the command does not go beyond the limited command of
SwashBrakeLimit, which is the number that is limited by the speed of pump-motor unit 217.
In example, if the speed is greater than 2000 RPM, the maximum allowed displacement of
swash-plate 216 goes down. (See Table 3).
[0188] The value of SwashOut changes while in the Brake state 1704. Depending on
the exit conditions associated with either flow-line 1710 or 1712, control passes to different
approaches for exiting braking. Following flow-line 1710 first, control passes to
ExitBrakeAtConstRate state 1706 when the flag ExitBrake is set to "TRUE". A timer starts.
While the timer is operating, the value of the variable SwashOut is set to the current value of
SwashOut plus the constant CSwashBrakelncrease. Then the variable SwashOut is set to
the minimum of the current value of SwashOut or "0". Next, the value of SwashOut is set to
the maximum of the current value of SwashOut or the value of the variable
SwashBrakeLimit. After the maximum value of SwashOut is determined, the variable
NegativeSwashLimit (Table 4) is set equal to the current value of SwashOut. Finally,
operation 1722, entitled CheckBrakeDoneConstRate is executed.
[0189] In state 1706, the swash-plate 216 is commanded to gradually increase from
some negative value towards zero displacement, but by increments not larger than the
constant CSwashBrakelncrease. Swash-plate 216 also needs to be limited by zero (0) on the
positive or maximum side and by SwashBrakeLimit on the negative or minimum side. That
is why SwashOut=min (SwashOut, 0) and SwashOut=max (SwashOut, SwashBrakeLimit).
[0190] The execution of CheckBrakeDoneConstRate operation 1722 is illustrated in
Figure 21. If the value of SwashOut is greater than or equal to the constant
C_SwashBrakeIdleBand (reached neutral), or the time elapsed in state 1706 is greater than
value of the constant CSwashCmdBrakeLimit (see discussion with respect to Figure 5)
divided by SwashBrakelncreaseRate, then the flag DoneBrake is set equal to "TRUE".
Otherwise, the flag for DoneBrake is set equal to "FALSE".

[0191] Continuing to use the example of 500 msec as the maximum acceptable time to
move swash-plate 216 from a maximum angular displacement to neutral when the maximum
angular displacement is approximately fifteen (15) degrees, the value of
SwashBrakelncreaseRate as a ratio is set to 500 msec. Thus, the CheckBrakeDoneConstRate
operation 1722 acts like a time out operation.
[0192] Exemplary values of various constants follow:
SwashBrakeDecreaseRate = 15/0.5; % (deg/sec), larger magnitude
SwashBrakelncreaseRate = 15/0.5; % (deg/sec), smaller magnitude
C_SwashBrakeDecrease = SwashBrakeDecreaseRate* 5 msec; % (deg)
C_ SwashBrakelncrease = SwashBrakelncreaseRate* 5 msec; % (deg)
[0193] If flow-line 1712 is followed between states 1704 and 1708, then the exit of
braking is at a variable rate using ExitBrakeAtVarRate state 1708. The variable
AccPressureLimitRatio is set equal to the difference between maximum pressure
AccPressMax (Table 3) allowed in the high pressure accumulator 138 and the pressure
AccPress measured by sensor 282 divided by the difference between AccPressMax and the
variable MaxAccPressToBrake (Table 3). A variable LimitRatio is set equal to the value of
the variable AccPressureLimitRatio. A variable SwashOutTemp is set equal to the variable
SwashBrakeLimit (Table 3) multiplied by the variable LimitRatio. The value of SwashOut is
then set to the maximum of the current value of SwashOutTemp or the value of the variable
SwashCmd. Next, the value of SwashOut is set to the minimum of the current value of
SwashOut plus an offset represented by the constant CSwashBrakelncrease. The value of
SwashOut is here in case that, instead of going toward neutral, the swash-plate 216 is
commanded to go in the opposite direction. In any event, it should not go faster than the
built-in rate, as previously discussed. A command to swash-plate 216 to go in the opposite
direction instead of toward neutral is likely to only happen when the pressure goes lower
instead of higher and there is a need to ensure the constant rate.
[0194] The value of SwashOut is set to the minimum of the current value of the current
value of SwashOut or the value "0". This setting prevents entering the acceleration realm of
positive displacement. The value NegativeSwashLimit is set equal to the value of
SwashOutTemp.
[0195] Finally, operation 1720, entitled CheckBrakeDoneVarRate, is executed.
Swash-plate 216 will gradually move toward zero displacement by a factor proportional to
how far the actual pressure is from the maximum allowed pressure. The pressure gradually

goes more towards a maximum allowed pressure and the swash plate 216 gradually goes
towards zero displacement. At the same time, there are protections provided to prevent an
undesirable movement into positive displacement or towards more negative displacement if
for some reason the pressure reverses.
[0196] The execution of CheckBrakeDoneVarRate operation 1720 is illustrated in
Figure 22. The flag DoneBrake is set equal to "TRUE" if the accumulator pressure AccPress
is greater than the value of the maximum acceptable pressure AccPressMax ,or if the angle
SwashFbk from sensor 218 and/or 220 is greater or equal to than the constant
CSwashBrakeldleBand. Otherwise, the variable DoneBrake is set to "FALSE'". Generally,
braking may be determined to be done if the swash-plate 216 is in its neutral position, or if
the pressure of the accumulator 238 is at its maximum acceptable level.
[0197] Please note that there are symmetries between the pumping mode and the
acceleration mode. For example, more generally the variable AccPressressureLimitRatio for
both modes can be considered as the absolute value of the difference between a high pressure
device pressure threshold and the measured pressure divided by the difference between the a
high pressure device pressure threshold and a predetermined pressure. The high pressure
device pressure threshold will either be AccPressMin or AccPressMax while the
predetermined pressure will either be MinAccPressToAccel or MaxAccPressToBrake.
[0198] Acceleration operational realm 1110 is shown in more detail in Figure 23.
Control enters into operational realm 1110 by way of entry point 2302. Three states, 2304,
2306, and 2308, are illustrated in Figure 17. Control initially passes into state 2304, entitled
Accel. When a flag ExitAccel is set to "TRUE", control passes to state 2306, entitled
ExitAccelAtConstRate, as shown by flow-line 2310. Otherwise, when (i) the pressure of
accumulator sensor 282 is less than or equal to greater than the value of
MinAccPressToAccel; or (ii) the speed of pump-motor unit 217 is greater than or equal to the
constant C_MaxPumpSpeedToAccel, then control passes from state 2304 to state 2308,
entitled ExitAccelAtVarRate, as shown by flow-line 2312.
[0199] In one exemplary illustration MinAccPressToAccel is set equal to 150 Bars. This is
the default value. The value, acting as a limit, is constantly being evaluated and modified by the
temperature compensation heuristic 800 discussed with respect to Figures 7 and 8. The
rationale is the following: this value is directly related ( positive 15 bar offset) to the variable
AccPressMin. AccPressMin defaults to 135 Bars in the illustration because it was found to be close to
the accumulator precharge value. If hydraulic drive system goes below this value the high pressure

proximity switch 284 closes and the pressure in the system drops to close to zero.} As noted above
with respect to Figure 13, the constant C_MaxPumpSpeedToAccel represents the maximum
pump speed that is acceptable to permit the motoring mode without potentially damaging the
pump-motor 130 or charge pump 204. Various operations, 2314, 2316, 2318, 2320 and 2322
are called while in operational realm 1110.
[0200] In contrast to the pumping mode, when entering operational realm 1110, a
signal is sent to open mode valve 232 using solenoid 238 while there is no signal to charge
by-pass valve 263, permitting it to become open. While in operational realm 1110, operation
2314, entitled CheckAccelExitCond, is executed. Also while in the operational mode 1110,
the signal to solenoid 238 continues to be "ON," while the signal to charge by-pass valve
solenoid 266 continues to be "OFF." The variable NegativeSwashLimit (Table 4) is set equal
to "0," because the variable relates to the pumping mode and not to the motoring mode.
[0201] CheckAccelExitCond operation 2314 is illustrated in Figure 24. The flag
ExitAccel is set equal to "TRUE" if one of the following conditions is met: (i) the variable
SwashCmd is less than or equal to "0"; (ii) there is a predefined fault; (iii) the controller is set
to do a "soft shutdown;" or (iv) the high pressure proximity switch 284 changes state to
"accumulator empty." The latter condition will result in the need for invoking the precharge
logic as discussed above. If none of the conditions (i) through (iv) are met, then the flag
ExitAccel is set equal to "FALSE".
[0202] As noted above, when control passes to operational realm 1110, control enters
at entry point 2302 and passes into Accel state 2304. The flag DoneAccel is set equal to
"FALSE". The variable PositiveSwashLimit (Table 4) is set equal to the value of the variable
SwashAccelLimit (Table 3), and the variable SwashOut (Table 3) is set equal to "0" degrees.
While staying within operational realm 2304, operation 2316, entitled AccelMore, and
operation 2318. entitled AccelLess are executed. Finally, the value of SwashOut is set as (i)
the minimum of the current value of SwashOut after the operations are called, or (ii) the
value of SwashAccelLimit.
[0203] The AccelMore operation 2316 is illustrated in more detail in Figure 25.
Operation 2316 is called when an operator command requests a more positive displacement
to swash-plate 216. In order for the operation 2316 to continue executing, the value of
SwashCmd must be greater than the current value of SwashOut as shown by flow-line 2502.
If the value of SwashCmd must be greater than the current value of SwashOut, then one of
two values of SwashOut are possible. As shown by flow-line 2504, if the value of

SwashCmd is greater than the current value of SwashOut plus the value of a constant
C_SwashAccelIncrease, then the value of SwashOut is first set equal to the current value of
SwashOut plus the amount of the constant C_SwashAccelIncrease.
[0204] Operation 2316 generally mirrors the one discussed above with respect to
CSwashBrakelncrease in operation 1716. The purpose of the operation 2316 is to prevent
an increase in angular displacement of swash-plate 216 of more than an equivalent of fifteen
degrees in 500 msec using one set of exemplary values. A constant, built-in rate overrides
any operator command seeking movement beyond the maximum acceptable built-in rate to
avoid abrupt changes in acceleration.
[0205] Exemplary values of various constants follow:
% Motor Swash Constants (motoring is positive)
SwashAccelDecreaseRate = 15/0.5; % (deg/sec)
SwashAccellncreaseRate = 15/0.5; % (deg/sec)
C_SwashAccelDecrease = SwashAccelDecreaseRate* 5 msec; % (deg)
CSwashAccellncrease = SwashAccellncreaseRate* 5 msec; % (deg)
[0206] Finally, SwashOut is set to the minimum of the current value of SwashOut or
the value of SwashAccelLimit. Otherwise, as shown by flow-line 2506, the value of
SwashOut is set to the value of SwashCmd, and then the value of SwashOut is set to the
minimum of either the current value of SwashOut or the value of SwashAccelLimit. Thus,
the swash plate 216 is commanded to a more positive displacement (i.e., to accelerate more).
First, there is a check to see if the increase in the operator command is greater than the built-
in rate C_SwashAccelIncrease. If there is, then the operator command is overridden by the
built-in rate. Otherwise, the operator command is applied because it is not greater than the
maximum built-in rate, and therefore the operator command is acceptable. Further, the
maximum command is generally limited to less than the value of SwashAccelLimit.
[0207] The AccelLess Operation 2318 is shown in more detail in Figure 26. It is called
when an operator command requests a less positive angular displacement to swash-plate 216.
In order for the operation 2318 to continue, the value of the variable SwashCmd must be less
than the value of the variable SwashOut as shown by flow-line 2602. If it is, then one of two
possible flow-lines may be followed. As illustrated by flow-line 2604, if the value of
SwashCmd is less than the difference between the value of SwashOut and the constant
C_SwashAccelDecrease, then the value of SwashOut is set to the difference between the
current value of SwashOut and the constant CSwashAccelDecrease. Finally, the value of

SwashOut is set to the maximum of the current value of SwashOut or "0". If the conditions
associated with flow-line 2604 are not met, then, as shown by flow-line 2606, the value of
SwashOut is first set equal to the value of SwashCmd. Then the value of SwashOut is set
equal to the maximum of the current value of SwashOut or "0".
[0208] Swash-plate 216 in the foregoing scenario is commanded to a less positive
displacement (i.e., to accelerate less). Controller 140 checks to see if the decrease in operator
command is greater than the built-in rate C_SwashAccelDecrease, and if so, the operator
command is overridden by the built-in-rate. Otherwise, the command is applied because it is
not greater than the built-in rate and is therefore acceptable. Moreover, checks are placed to
limit the operator command to no less than "0".
[0209] Control passes from Accel state 2304 to ExitAccelAtConstantRate 2306 by way
of flow-line 2310 when the condition ExitAccel is set to '"TRUE". When in state 2306, the
flag DriftCompensationCond is set equal to "FALSE". A timer is started. While the timer is
running, the value of SwashOut is set equal to difference between the current value of
SwashOut and the constant C_SwashAccelDecrease (no change being permitted that is
greater than the built-in rate). Next, the value of SwashOut is set to the maximum of either
current value of SwashOut or "0". This setting is a guard to make sure the system does not
decrease below "0". Next, the value of SwashOut is set to the minimum of the current value
of SwashOut or the value of the variable SwashAccelLimit. This is a guard to a maximum
SwashAccelLimit. Once the minimum value of SwashOut has been set, the variable
PositlveSwashLimit is set equal to the current value of SwashOut. Finally, the
CheckDriftCompensationCond operation 1112 is executed, followed by the operation 2320,
entitled CheckAccelDoneConstRate.
[0210] The CheckAccelDoneConstRate operation is discussed in more detail in Figure
27. In order for the flag DoneAccel to be set equal to "TRUE," one of the following
conditions must be met: (i) the value of SwashOut must meet be less than the constant
CSwashAccelldleBand; or (ii) the time associated with the timer for state 2306 is greater
than the value of CSwashCmdAccelLimit (Figure 5) divided by the value of the variable
SwashAccelDecreaseRate. Otherwise, the flag DoneAccel is set equal to "FALSE."
[0211] An alternative way to exit Accel state 2304 is to go to ExitAccelAtVariableRate
state 2308 by way of flow-line 2312. One of two conditions associated with flow-line 2312
must be met. The accumulator press AccPress associated with sensor 282 must be less then

or equal to the minimum pressure to accelerate MinAccPressToAccel. Alternatively, the
speed of motor-pump 217 is greater than or equal to the constant CMaxPumpSpeedToAccel.
[0212] When in state 2308, the value of the variable AccPressressureLimitRatio is
equal to the difference between the accumulator pressure AccPress and the value of
AccPressMin (Table 4) divided by the difference between the value of MinAccPresstoAccel
and the value of AccPressMin. The variable SpeedLimitRatio is set equal to the difference
between the constant CSpeedMaxAccelExit and the current speed of pump-motor unit 217
divided by the difference between the constant CSpeedMaxAccelExit and the constant
C MaxPumpSpeedToAccel. The constant C_SpeedMaxAccelExit is set in one exemplary
approach at 2500 RPM. More generally, however, the value is set to a speed determined to
be too high for the pump 217 to spin at displacement. Thus, the foregoing limitation is an
operation of a hardware limitation. A variable SwashOutTemp is set equal to the value of
SwashAccelLimit times the value of SpeedLimitRatio. Next the variable SwashOut is set
equal to the minimum of the current value of SwashOutTemp or the current value of
SwashCmd (to impose a change no higher than the variable limit).
[0213] Next, the value of SwashOut is set equal to the maximum of the difference
between the current value of SwashOut and the constant CSwashAccelDecrease, or the
current value of SwashOut. This setting is done in case either the pressure or the speed begin
to change in an opposite direction. Thus, this setting of SwashOut ensures a gradual change;
in this case, the constant rate is used.
[0214] Finally, the value of SwashOut is set to the maximum of the current value of
SwashOut or the value "0" to guard against no less than zero ("0") displacement. The
variable PositiveSwashLimit is set equal to value of SwashOutTemp. Next, operation 2322,
entitled CheckAccelDoneVarRate, is executed.
[0215] CheckAccelDoneVarRate operation 2322 is illustrated in Figure 28. The flag
DoneAccel is set equal to "TRUE" if one of following three exemplary conditions are
satisfied: (i) the accumulator pressure AccPress is less than or equal to the value of
AccPressMin; (ii) the speed of pump-motor 217 is greater than or equal to the constant
CSpeedMaxAccelExit; or (iii) the angular displacement SwashFbk of swash-plate 216 is
less than or equal to the constant CSwashAccelldleBand. Otherwise, the flag DoneAccel is
set equal to "FALSE".

Aggressive Clutching
[0216] Another mechanism to improve the efficient use of hydraulic drive system 102
is the use of aggressive clutching. The mechanism is used primarily when clutch 208 is a
progressive wet disk friction clutch such as is known. A simplified portion of an exemplary
hydraulic circuit 2900 for a clutch system for use with an aggressive clutch mechanism is
shown in Figure 29. Circuit 2900 includes clutch 208, shown as an actuator piston.
Associated with the actuator piston 208, however, is clutch pack lubrication 2902 and angular
contact bearing lubrication 2904. Circuit 2900 includes a high pressure accumulator 2906
and a hydraulic fluid reservoir, called oil reservoir 2908. Hydraulic fluid flows from
reservoir 2908 to high pressure accumulator by way of an electric motor 2910 rotating a
gerotor pump 2912 from a low pressure side conduit 2914 to a high pressure side conduit
2916 through a filter 2918 and a one-way check valve 2920.
[0217] When clutch 208 is applied, solenoid 290 causes selective and controlled
application of proportional clutch valve 292, receiving high pressure hydraulic fluid from
accumulator 2906 by way of high pressure conduit 2916. The strength of the signal received
by solenoid 290 controls the level of hydraulic force applied by valve 292 using the available
fluid, thereby controlling the amount of force applied by clutch 208 as represented by the
illustrative actuator piston in Figure 29. Fluid flowing through proportional clutch valve 292
follows fluid conduit 2922 to clutch 208. Disposed within high pressure conduit 2916,
however, between accumulator 2906 and proportional clutch valve 292 is a transducer 2924.
providing an alternate pathway conduit 2926 within circuit 2900. Conduit 2926 is disposed
between transducer 2924 and both angular contact bearing lubrication 2904 and clutch pack
lubrication 2902. A relief valve 2928 is disposed within conduit 2926 downstream of
transducer 2924, but upstream of the lubrication mechanisms 2902 and 2904. Finally, inlet
pressure for the clutch can be measured using sensor 2928.
[0218] As illustrated in general terms in Figures 1 and 2. when a clutch 208 associated
with vehicle drive-line 116 is used to interconnect intermediate shaft 202 to gearing set 210
and then to shaft 206 thereby to convert mechanical energy to hydraulic energy, there is a
potential problem of parasitic drag. Thus, it is desirable to have hydraulic drive system 102
disengaged from the rest of vehicle drive system 110 until it is needed. Yet, when system
102 needs to engage, it is also desirable to have the clutch 208 apply as quickly as possible,
so that the maximum amount of power may be turned into hydraulic energy, and also

transparently to a vehicle 100 operator; that is, without causing undesirable torque spikes
within drive-line 116.
[0219] A subsystem 3000 of hydraulic drive system 102 is illustrated in Figure 30. The
subsystem 3000 is entered at entry point 3002 when drive system 102 is disposed between a
motoring mode and a pumping mode. Two operational realms are shown, operational realm
3004, entitled Wait, and operational realm 3006, entitled ClutchEngage. Wait operational
realm 3004 is discussed further below with respect to Figure 31, while ClutchEngage
operational realm 3006 is discussed below with respect to Figures 32 through 35.
[0220] Control leaves Wait operational realm 3004 to go to ClutchEngage operational
realm 3006 by way of flow-line 3008 when five exemplary conditions are all met. In some
systems more or fewer conditions may be required. First, the variable HLAOpMode must be
set to a flag vscnormal indicating that the hydraulic drive system is operating normally and
may be permitted to move between a pumping mode and a motoring mode. Second, there
must be no faults that keep the system from operating correctly. For example, flow-line 3008
is traversed when FaultLevel is not equal to "1" and not equal to "2". As noted in Table 3,
above, one type of fault may be a hardware fault, while another type of fault may be related
to logic. Third, the inlet pressure associated with clutch 208 as measured by sensor 2928
must be greater than a minimum threshold MinEngagelnletPress, which is a constant. The
value of the constant will vary from system to system, but should be generally adequate to
permit full application of clutch 208 to permit either a charge operation or a discharge
operation. The fourth condition that needs to be met is that the speed of rotation of the shafts
OutputShaftSpeed associated with drive-line 116, including intermediate shaft 202, and as
provided by the CAN associated with vehicle 100 (See Table 3), is less than a constant
CDisengageSpeed, which is maximum disengagement speed. Finally, the flfth condition
that also must be met along with conditions one through four actually must include at least
only one of the following three conditions: (i) the variable TransShaftSpeed must be less
than a constant MinDisengageSpeed; (ii) the variable SwashCmd must be less than or equal
to the constant C_SwashBrakeIdleBand or (iii) the variable SwashCmd must be greater than
or equal to the constant C_SwashAccelIdleBand. The variable SwashCmd is discussed in
Table 3 and with respect to Figure 5. The constants CSwashBrakeldleBand and
CSwashAccelldleBand are discussed in more detail with respect to the conditions of Flow-
Line 908. Regarding the constant MinDisengageSpeed, it is used to disengage clutch 208 if
pump-motor 130 has been rotating at a pump speed greater than the value of the constant for

too long while being held at zero displacement (in neutral), which is a harmful condition for
pump-motor 130. If such a condition takes place, FaultLevel is set to a value of "1", which is
a condition to go from Engaged state 1100 to a disengaged state.
[0221] Once control has passed from operational realm 3004 to operational realm 3006,
there are three ways to leave operational realm 3006. First, if the clutch 208 correctly
engages, then sub-system 3000 is exited by way of flow-line 3010. Alternatively, if a time
for clutch engagement is greater than variable ClutchTime5_6, discussed in more detail
below, including with respect to Figure 35, then, as shown by flow-line 3012, the flag
FailedEngagementCount (Table 4) is set to "TRUE," and control returns back to operational
realm 3004. Finally, control also passes from ClutchEngage operational realm 3006 to Wait
operational realm 3004 if one of the following conditions are satisfied. First, a fault is
detected as shown by FaultLevel being equal to either 'M" or "2" in the illustrated flow-line
3014. Second, the variable HLAOpMode is not equal to the flag for normal operation
vsc_normal. Finally, the third possible condition for flow-line 3014 is that the output shaft
speed for drive-line system 110 is greater than the constant CDisengageSpeed plus a
predetermined offset, which is illustrated in this example as fifty (50) RPM.
[0222] The Wait operational realm 3002 is illustrated in greater detail in Figure 31.
Basically, within operational realm 3002, if certain conditions are met, a command is applied
to the clutch 208 in the form of a current so that the clutch is almost ready to apply, i.e., is
very close to a threshold to apply. Because a very little bit more current is required to apply
the clutch, meaning the clutch may be engaged very quickly. Whether the current is applied
is highly dependent on the speed of the shafts of drive-line system 110, including
Intermediate shaft 202.
[0223] Operational realm 3002 is entered by way of entry point 3102, where control
passes to state 3104, entitled ClutchDisengaged. A command by way of TransCaseCmd has
been sent to solenoid 290 to make sure that clutch 208 is disengaged. The signal
MainBypassCmd to bypass valve 246, the signal IsolationCmd to isolation valve 242, and the
signal ModeCmd to mode valve 232 have all been set to condition "OFF," with the
consequences for each of the valves as discussed, for example, in Table 4. Finally, the flag
associated with variable SwashEnable has been set to "FALSE," as discussed with respect to
Table 4.
[0224] Control passes from state 3104 to state 3106, entitled WaitDisengaged, by way
of flow-line 3108, when the conditions associated with the flow-line 3108 are met. These

conditions are that, first, output shaft speed OutputShaftSpeed must be less than the constant
CDisengageSpeed plus an offset, which is illustrated as 200 RPM. Second, the output shaft
speed must be greater than the constant MinDisengageSpeed. Third, there cannot be a system
fault FaultLevel.
[0225] When in state 3106, a timer is started. The purpose of starting this timer is to
make sure that all the conditions necessary for the clutch 208 to engage are maintained.
Control passes to state 3110, entitled ClutchDisengagedAggressive, by way of flow-line
3112, when the time associated with the timer of state 3106 is greater than a value set as
DissAggressiveTime and the operational mode of hydraulic drive system HLAOpMode is
normal.
[0226] In state 3110a flag is set with respect to the variable TransCaseCmd to send a
signal to clutch 208 by way of solenoid 290 to clutch valve 292 so that clutch 208 is just
about ready to engage. In one illustration, TransCaseCmdHold = 0.6 A. This current, called
the "hold" current is low enough to prevent an engagement. When an engagement is
commanded, and a higher current is applied, it takes less time to get to that current if the hold
current is already flowing through the coil of solenoid 292. As is known, when current is
applied to a solenoid, the solenoid's inductance causes the current to rise to the desired value
after a certain delay proportional to the inductance and inversely proportional to the current.
[0227] Operational realm 3004 stays in state 3110 unless the conditions associated with
flow-line 3008 or flow-line 3114 are met. The conditions associated with flow-line 3114 are
(i) either the hydraulic drive system 102 no longer is operating normally; or (ii) the output
shaft speed OutputShaftSpeed is greater than the constant C_DisengageSpeed plus an offset,
illustrated as 250 RPM for the flow-line. If either condition is met, control returns back to
state 3104, and the clutch is again disengaged along with the change of conditions of the
other variables as discussed above. Operational realm 3004 moves between the states 3104,
3106 and 3110 until operational realm 3004 is exited as discussed above with respect to
Figure 30. Most likely, control will be within state 3110 when the exiting happens.
[0228] ClutchEngage operational realm 3006 is illustrated in more detail in Figure 32.
When the realm is entered at entry point 3202 the variable PumpSpeedlnst is set equal to the
pump speed PumpSpeed of motor-pump 130. The bypass valve 246 is set to the condition
MainBypassCmd "ON," the isolation valve 242 is set to the condition IsoIationCmd "ON,"
and the flag associated with variable SwashEnable has been set to "TRUE," as discussed with
respect to Table 4. Finally, the variable SwashOutl has been set equal to "0." This

command indicates tiiat the swash-plate 216 is commanded to be in the neutral position. As
noted elsewhere, however, if the precharge heuristic 600 is active, the precharge heuristic
takes precedence over the SwashOut 1 command.
As discussed in more detail, the signals sent to solenoid 290 of clutch valve 292 to engage
clutch 208 will vary at different times. In essence, in the illustrated system 102, a current
profile is created for each particular hardware arrangement to account for different types of
conditions affecting clutch application. While high efficiency is desired, it is also important
to control the application of clutch 208 so that a user of hydraulic drive system 102 is not
subjected to undesirable impressions with respect to hydraulic drive system. Further, it is
desirable to minimize undue wear to hydraulic clutch 208 through overly aggressive clutch
application by way of hydraulic circuit 2900. The illustrated arrangement is merely
exemplary and to give one approach to address the issue of finding a balance between short-
term efficiencies as compared to long-term performance or perception. When a hydraulic
clutch 208 is used, it is possible to apply engage the clutch at higher speeds (i.e., when a
pumping mode is requested, vehicle 100 is moving at some velocity) while a simpler
mechanical dog-type clutch can be engaged at a vehicle velocity of essentially zero. In the
latter situation, when a vehicle operator is ready to request braking, clutch 208 has been
engaged for some period of time prior to the request.
[0229] After entering ClutchEngage operational realm 3006 by way of entry point
3202, control moves to state 3204, entitled Clamping. The operation ClutchTimeClamping
3206 is performed, and the results from the operation 3206 are used to set the signal sent by
the variable TransCaseCmd to control the variable application of clutch 208.
[0230] In general, a clamping current is a current higher than what is needed to engage
the clutch 208. It is applied for a short period of time (ClutchTimeClamping) at the
beginning of the engagement sequence to "jump start" the engagement. After the clamping
discussed below takes place subsystem 3000 reverts to a smaller current and the profile
described in engaging state 3208 is implemented.
[0231] Operation ClutchTimeClampingCalc 3206 is illustrated in more detail in Figure
33. The operation 3206 is entered by way of entry point 3302 and is exited by way of points
3304, 3306, 3308 or 3310 once the conditions associated with the indicated exit point 3304,
3306, 3308 or 3310 are met. In general, the fime for clutch clamping varies as operation of
the temperature of the hydraulic fluid measured by temperature sensor 288 in low pressure
reservoir 134. Merely by way of illustration, a first clutching time ClutchTimeClamping 1 is

set if the oil temperature OilTemp associated witii sensor 288 is less than a first
predetermined oil temperature OilTemp 1. Otherwise, if the oil temperature is less than a
second predetermined oil temperature OilTemp2, then the variable ClutchTimeClamping is
set to a second predetermined value of ClutchTimeClamping2. Finally, and merely as an
example, if the oil temperature is less than a third oil temperature, then the variable
ClutchTimeClamping is set to a third value. Fewer or additional acceptable conditions
representing the relationship between oil temperature and time can be set. However, if none
of the conditions are met, then a default clamping time is set, which is shown in Figure O as
being equal to the predetermined value ClutchTimeClampingP3.
[0232] In general, for hydraulic drive system 102 it has been determined that it should
take less time to clamp clutch 208 as temperature increases. Advantageously, therefore, it is
possible to reduce overall engagement time to promote efficiency of hydraulic drive system
102. As merely one example, the variables have been set where each increase in the clutch
clamping time variable results in a reduction of time of one count, where one count represents
5 msec. The temperature is based on observable thresholds that are associated with the
hardware, operational and environmental conditions, but the variable associated with
OilTemp goes up as temperature increases. More specifically, in one illustration the
variables have been set as follows:
OilTempPl = 32 "C
OilTempP2 = 48°C
OilTempP3 = 60°C
ClutchTimeClampingPl = 13 counts, each count is 5 msec -> 13*5 = 65msec.
ClutchTimeClampingP2 = 12 counts, each count is 5 msec -> 12*5 = 60 msec.
ClutchTimeClampingP3 = 11 counts, each count is 5 msec -> 11*5 = 55 msec.
[0233] Once the clutch command TransCaseCmd has been sent in state 3204, a timer is
then set. As shown by flow-line 3210, control passes from state 3204 to state 3208, entitled
Engaging, when the time associated with the timer of state 3204 is greater than time entitled
ClutchTimeClamping, set by operation ClutchTimeClampingCalc 3206, or the speed
PumpSpeed of motor-pump 130 is greater than the variable previously set as PumpSpeedlnst
plus an offset, shown as 25 RPM in the present illustration. The offset indicates that the
pump shaft 206 is starting to rotate.

[0234] Engaging state 3208 is discussed in more detail with respect to Figure 34 and
Figure 35. However, operational realm 3006 is shown exiting from state 3208 by way of
lines 3010, 3012, or 3014 as discussed with respect to Figure 30 above.
[0235] Engaging state 3208 is entered by way of flow-line 3210 in Figure 34. Within
engaging state 3208 the operation ClutchProfileCalc 3404 is performed. As illustrated in
Figure 35, if the output shaft speed OutputShaftSpeed is less than the constant SpeedEngPl
as shown by flow-line 3502, then various clutch command signals and corresponding clutch
times are set to an indicated value. In one illustrated approach, SpeedEngPl is equal to 750
RPM. Otherwise, different values are set as shown by flow line 3504. In one embodiment,
the same parameters are used irrespective of the speed of the engine. However, in other
embodiments there may be a difference since it is anticipated that at lower engine speeds it
will take less force to engage.
[0236] In general the variables are set using a torque sensor and by analyzing feedback
to determine how smooth the engagement of clutch 208 is while minimizing time. Thus an
appropriate balance is reached between efficiency and perceived performance. More
specifically, in one example the variables have been set as follows:
If TransShaftSpeed < 750 rpm Then
TransCaseCmd_l_Pl = 0.73A (Amps):
TransCaseCmd_2_Pl = 0.74A;
TransCaseCmd_3_Pl = 0.75 A;
TransCaseCmd_4_Pl = 0.76A;
TransCaseCmd_5_Pl = 0.77A;
ClutchTimel_2Pl = 30 counts, each is 5 msec->30*5 = 150 msec
ClutchTime2_3Pl = 20 counts, each is 5 msec->20*5 = 100 msec
ClutchTime3_4Pl = 20 counts, each is 5 msec->20*5 = 100 msec
ClutchTime4_5Pl = 10 counts, each is 5 msec->10*5 = 50 msec
Else
TransCaseCmd_l_P2 = 0.73 A;
TransCaseCmd_2_P2 = 0.74A;
TransCaseCmd_3_P2 = 0.75A;
TransCaseCmd_4_P2 = 0.76A;
TransCaseCmd_5_P2 = 0.77A;
ClutchTimel 2P2 = 30 counts, each is 5 msec->30*5 = 150 msec

ClutchTime2_3P2 = 20 counts, each is 5 msec->20*5 = 100 msec
ClutchTime3_4P2 = 20 counts, each is 5 msec->20*5 = 100 msec
ClutchTime4_5P2 = 10 counts, each is 5 msec->10*5 = 50 msec
[0237] Once the desired values in current for clutch engagement command signals and
clutch engagement times in seconds have been determined using the operation
ClutchProfileCalc, state 3208 generally applies different currents to solenoid 290 for different
periods of time until full engagement of clutch 208 takes place.
[0238] More generally, the currents correspond to a signal. As illustrated in more
detail in the paragraphs as follows a plurality of signals is applied for a plurality of preset
times until clutch 208 engages.
[0239] Box 3406 is entitled SpeedMatchl. The clutch command TransCaseCmd is set
to the variable TransCaseCmdl from the operation ClutchProfileCalc and a timer is started.
TransCaseCmd_l may be considered a first engaging signal. As shown by flow-line 3408, if
one of three conditions is met, then control passes to box 3410. The first condition is that the
time associated with the timer is greater than the variable ClutchTimel_2 set by the operation.
The ClutchTimel_2 may be considered a first preset time. The second possible condition is
that the pump speed is greater than the variable PumpSpeedlnst plus an offset, shown as 25
RPM in the example. The third possible condition is that the absolute value of output shaft
speed minus the speed of pump-motor 130 is less than a predetermined engaged speed error,
entitled EngageSpeedError. For convenience, this third condition is referred to as the speed
error condition.
[0240] The variable EngageSpeedError is the difference between the two sides of the
clutch 208, namely the speeds of intermediate shaft 202 and pump-motor shaft 206. In one
example, if the difference is less than a predetermined level (e.g., 50 RPM), then it is
considered that the two sides of the clutch 208 are engaged. Thus, some slippage of the clutch
is permitted, but the amount of slippage is controlled.
[0241] In box 3410, entitled SpeedMatch2, the clutch command signal is set to
TransCaseCmd_2, which may be considered a second engaging signal. A variable delta is set
equal to the difference between TransCaseCmd_3-TransCaseCmd_2 divided by the value
ClutchTime2_3, which may be considered a second preset time, all determined within
operation 3404. A timer is set to run while the clutch command signal is set to the variable
delta. In effect, using the variable delta, the current is increased from an initial value
TransCaseCmd_2 to a current value TransCaseCmd_3 over the duration given by

ClutchTime2_3. Of course, in some systems it may be desirable for the current to stay the
same or to possibly reduce the current. Nevertheless, since the goal is to engage clutch 208,
increasing current over time has been found to be advantageous in promoting efficiency. The
same is true for boxes 3414, 3418, and 3426. Control will move to box 3414 by way of flow-
line 3412 if the timer is greater than or equal to the variable set by operation 3404 of
ClutchTime2_3, or if the speed error condition is met, which means that clutch engagement is
complete. In box 3414, entitled SpeedMatch3, the clutch command signal is set to
TransCaseCmd_3. The variable delta is set to the difference between TransCaseCmd_4 and
TransCaseCmd_3 divided by the time ClutchTime3_4. A timer is set to run while the clutch
command signal is set to the variable delta. Control will move to box 3418 by way of flow-
line 3416 if the timer is greater or equal to the time ClutchTime3_4 or if the speed error
condition is met, which means that clutch engagement is complete.
[0242] In box 3418, entitled SpeedMatch4, the clutch command signal is set to
TransCaseCmd_4. The variable delta is set to the difference between TransCaseCmd_5, and
TransCaseCmd_4 divided by the time ClutchTime4_5. A timer is set to run while the clutch
command signal is set to the variable delta. Control will move to box 3422 by way of flow-
line 3420 if the timer is greater or equal to the time ClutchTime4_5 or if the speed error
condition is met, which indicates that the clutch engagement is complete.
[0243] In box 3422, entitled SpeedMatchS, the clutch command signal is set to the
variable TransCaseCmd_5. A timer is set, and the same value is of the clutch command
signal is maintained while the timer runs. There are two possible flow-lines from
SpeedMatchS box 3422. A first flow-line P-24 is followed if the timer is greater than the
value set for the clutch time to engage ClutchTimeEngage. If the condition is satisfied then in
box 3426, entitled Speed]VIatch6, a final attempt to engage the clutch 208 is attempted. The
clutch command signal TransCaseCmd is set equal to the value associated with
TransCaseCmd_5. The variable delta is set equal to the difference between TransCaseCmd_6
and TransCaseCmdS divided by the clutch time value of ClutchTime5_6. A timer is set to
run while the clutch command signal is set to the variable delta. If the condition discussed
with respect to flow-line 3012 is met, then engaging state 3208 is exited as shown by the flow-
Line 3012.
[0244] Thus, if the hydraulic drive system 102 is in any of the SpeedMatch states (1
through 6) and the speed condition error is satisfied or set to "TRUE," then the clutch 208 is

engaged and there is no need to wait for the various additional times. Thus, engaging state
3208 will run very quickly until engagement is complete.
[0245] Unless engaging state 3208 is exited by way of line 3012, once the clutch 208 is
engaged using one of boxes 3406, 3410, 3414, 3418, 3422 or 3426, control leaves state 3208
using flow-line 3428. Once the conditions associated with one of the boxes is met, the control
falls through later numbered boxes to exit flow-line 3428.
Conclusion
[0246] With regard to the processes, systems, methods, heuristics, etc. described
herein, it should be understood that, although the steps of such processes, etc. have been
described as occurring according to a certain ordered sequence, such processes could be
practiced with the described steps performed in an order other than the order described herein.
It further should be understood that certain steps could be performed simultaneously, that
other steps could be added, or that certain steps described herein could be omitted. In other
words, the descriptions of processes herein are provided for the purpose of illustrating certain
embodiments, and should in no way be construed so as to limit the claimed invention.
[0247] Accordingly, it is to be understood that the above description is intended to be
illustrative and not restrictive. Many embodiments and applications other than the examples
provided would be apparent to those of skill in the art upon reading the above description.
The scope of the invention should be determined, not with reference to the above description,
but should instead be determined with reference to the appended claims, along with the full
scope of equivalents to which such claims are entitled. It is anticipated and intended that
future developments will occur in the arts discussed herein, and that the disclosed systems and
methods will be incorporated into such future embodiments. In sum, it should be understood
that the invention is capable of modification and variation and is limited only by the following
claims.
[0248] All terms used in the claims are intended to be given their broadest reasonable
constructions and their ordinary meanings as understood by those skilled in the art unless an
explicit indication to the contrary in made herein. In particular, use of the singular articles
such as "a," "the," "said," etc. should be read to recite one or more of the indicated elements
unless a claim recites an explicit limitation to the contrary.
We claim:
1. A hydraulic drive system for storing and releasing hydraulic fluid comprising:
a high pressure storage device;
a low pressure storage device;
a pump-motor operating at a range of pump-motor speeds for converting between
hydraulic energy and mechanical energy, said pump-motor disposed between said high
pressure storage device and said low pressure storage device;
a switch associated with said high pressure storage device, said switch in a first
state when a pressure within said high pressure storage device is above a predefined
threshold and said switch in a second state when said pressure within said high pressure
storage device is below said predefined threshold, said predefined threshold being
adjusted as said switch changes from said first state to said second state.
2. A hydraulic drive system' as recited in claim 1, wherein said predefined threshold
changes states as temperature changes within said system.
3. A hydraulic drive system as recited in claim 1, wherein a first pressure reading is
assigned as said predefined threshold.
4. A hydraulic drive system as recited in claim 1, wherein when said switch changes
firom said first state to said second state, a second pressure reading is assigned as said
predefined threshold, said second pressure reading being equal to said first pressure
reading plus an offset value.
5. A hydraulic drive system as recited in claim 4, wherein when said switch appears
to change between said first state and said second state, a timer is invoked and said state
of said switch is confirmed after said timer runs to minimize a potential error.
6. A hydraulic drive system as recited in claim 5, where said potential error is a false
signal.
7. A hydraulic drive system for storing and releasing hydraulic fluid comprising:
a high pressure storage device;
a low pressure storage device;
a pump-motor operating at a range of pump-motor speeds for converting between
hydraulic energy and mechanical energy, said pump-motor disposed between said high
pressure storage device and said low pressure storage device;
a motoring mode where hydraulic energy released from said high pressure storage
device is converted to mechanical energy using said pump-motor;
a pumping mode where mechanical energy is converted into hydraulic energy and
stored in said high pressure storage device;
a neutral mode where hydraulic energy is neither stored nor released from said
high pressure storage device;
a switch associated with said high pressure storage device, said switch in a first
state when a pressure within said high pressure storage device is above a predefined
threshold and said switch in a second state when said pressure within said high pressure
storage device is below said predefined threshold, said predefined threshold being
adjusted as said switch changes from said first state to said second state, wherein said
predefined threshold changes states as temperature changes within said system; and
wherein when said switch changes state from said first state to said second state, a
second pressure reading is assigned as said predefined threshold, said second pressure
reading being equal to said first pressure reading plus an offset value.
8. A hydraulic drive system as recited in claim 7, wherein said offset value is a
constant.
9. A hydraulic drive system as recited in claim 8, wherein when said switch appears
to change between said first state and said second state, a timer is invoked and said state
of said switch is confirmed after said timer runs to minimize a potential false signal.
10. A hydraulic drive system as recited in claim 9, wherein said first pressure reading
is established for an ambient temperature using a lookup table, a temperature sensor
providing a temperature for said lookup table.
11. A method associated with a hydraulic drive system having a high pressure storage
device and a low pressure storage device, a motor for converting between hydraulic
energy and mechanical energy, the motor disposed between the high pressvire storage
device and the lower pressure storage device, and comprising the steps of:
providing a measured pressure of the high pressure storage device;
a switch changing from a first state and a second state when said measured
pressure is below a predefined threshold; and
adjusting said predefined threshold when said changing step takes place.
12. A method as recited in claim 11, wherein said adjusting step comprises the step of
assigning a second pressure reading as said predefined threshold, said second pressure
reading being equal to said measured pressure plus an offset value.
13. A method as recited in claim 12, wherein said changing step comprises the step of
invoking a timer when said switch appears to be changing between said first state and
said second state, and confirming said state of said switch after ruiming said timer,
thereby minimizing a potential error.
14. A method as recited in claim 11, assigning a first pressure reading as said
predefined threshold prior to an initial changing step, and establishing said first pressure
reading using an ambient temperature and a lookup table.

A hydraulic drive system for storing and releasing hydraulic fluid includes a high
pressure storage device, a low pressure storage device, and a pump-motor operating at a
range of pump-motor speeds for converting between hydraulic energy and mechanical
energy. The pump-motor is disposed between the high pressure device and the low
pressure device. In normal operation, the hydraulic drive system enters a motoring mode
where hydraulic energy is released from the high pressure storage device and converted
to mechanical energy using the pump-motor. It also enters a pumping mode where
mechanical energy is converted into hydraulic energy. A neutral state exists where
hydraulic energy is neither stored nor released from the high pressure storage device. An
approach for compensating for temperature changes using varying pressure limits helps
to maintain the hydraulic drive system in normal operation, thereby promoting efficiency
within the hydraulic drive system. When the pump-motor includes a swash-plate or
similar structure, compensating for drift during normal operation helps to promote
efficient operation of the hydraulic drive system.