# US 12,005,912 B2 · System and method for selective derating of self-propelled work vehicle parameters based on operating modes > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 12,005,912 B2 - Document ID: US12005912B2 - Status: Granted - Kind: B2 - Application number: 17/195,877 - Filed: 2021-03-09 - Published: 2022-09-15 - Granted: 2024-06-11 - Earliest claimed: 2021-03-09 - Assignees: Deere & Company - Applicants: Deere & Company - Inventors: Todd F. Velde; Benjamin J. Morrison; John R. Mahrenholz - Web page: https://patentgrep.com/patent/US12005912B2 ## CPC - B60W 50/082: {Selecting or switching between different modes of propelling} - E02F 3/96: with arrangements for alternate {or simultaneous} use of different digging elements {(E02F3/7604, E02F3/769, E02F3/78 take precedence; quick-acting devices to connect tools to arms or booms E02F3/3609, for arms to tractors or the like E02F3/627)} - B60W 10/04: including control of propulsion units - B60W 10/20: including control of steering systems - B60W 30/143: {Speed control (B60W30/16 takes precedence)} - B60W 30/18036: {Reversing} - B60W 30/18063: {Creeping} - B60W 50/06: Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot - B60W 50/085: {Changing the parameters of the control units, e.g. changing limit values, working points by control input} - B60W 50/10: Interpretation of driver requests or demands - B62D 15/02: Steering position indicators {; Steering position determination; Steering aids} - E02F 9/225: {Control of steering, e.g. for hydraulic motors driving the vehicle tracks (steering in general B62D)} - E02F 9/2253: {Controlling the travelling speed of vehicles, e.g. adjusting travelling speed according to implement loads, control of hydrostatic transmission} - B60W 2300/17: Construction vehicles, e.g. graders, excavators - B60W 2420/403: Image sensing, e.g. optical camera - B60W 2510/20: Steering systems - B60W 2520/06: Direction of travel - B60W 2540/215: Selection or confirmation of options - B60W 2552/15: Road slope, i.e. the inclination of a road segment in the longitudinal direction - B60W 2552/40: Coefficient of friction - B60W 2720/10: Longitudinal speed - E02F 9/2087: {Control of vehicle steering (for steering with hydraulic or pneumatic drives E02F9/225)} - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - E02F: DREDGING; SOIL-SHIFTING (winning peat E21C49/00) - B62D: MOTOR VEHICLES; TRAILERS (steering, or guiding on a desired track, of agricultural machines or implements A01B69/00; wheels, castors, axles, increasing wheel adhesion B60B; vehicle tyres, tyre inflation or tyre changing B60C; connections between vehicles of a train or the like B60D; vehicles for use on rail and road, amphibious or convertible vehicles B60F; suspension arrangements B60G; heating, cooling, ventilating or other air treating devices B60H; windows, windscreens, non-fixed roofs, doors or similar devices, protective coverings for vehicles not in use B60J; propulsion plant arrangements, auxiliary drives, transmissions, controls, instrumentation or dashboards B60K; electric equipment or propulsion of electrically-propelled vehicles B60L; power supply for electrically-propelled vehicles B60M; passenger accommodation not otherwise provided for B60N; adaptations for load transportation or to carry special loads or objects B60P; arrangement of signalling or lighting devices, the mounting or supporting thereof or circuits therefor, for vehicles in general B60Q; vehicles, vehicle fittings or vehicle parts not otherwise provided for B60R; servicing, cleaning, repairing, supporting, lifting, or manoeuvring, not otherwise provided for, B60S; brake arrangements, brake control systems or parts thereof B60T; air-cushion vehicles B60V; motor-cycles, accessories therefor B62J, B62K; testing of vehicles G01M) ## Abstract A method is provided for controlling a self-propelled work vehicle comprising a work attachment and at least left and right ground engaging units driven by respective first and second drivetrains. Upon determining transition from a first operating mode to a second operating mode (e.g., creep mode), the method includes selectively derating at least a portion of the drivetrain speed commands corresponding to propulsion of the work vehicle (e.g., the average of left and right track speeds), independent of a portion of the drivetrain speed commands corresponding to steering (e.g., the difference between the track speeds). The derate value may optionally be applied only to propulsion commands that produce forward motion, and not for reverse motion. Separate (non-zero) derate settings may optionally be provided for reverse and/or steering functions. Derate functionality may optionally be implemented upon detecting particular types (e.g. dozer) of attachments, or an associated work state. ## Claims ### Claim 1 A computer-implemented method of controlling a self-propelled work vehicle comprising a plurality of ground engaging units and at least one work attachment configured for controllably working terrain, wherein at least one ground engaging unit is disposed on each of left and right sides of a work vehicle frame and driven by respective first and second drivetrains, the method comprising: during a first operating mode, applying first drivetrain speed commands for driving each of the at least one left-side ground engaging unit and second drivetrain speed commands for driving each of the at least one right-side ground engaging unit, wherein an average speed of the at least one left-side ground engaging unit and the at least one right-side ground engaging unit corresponds to a propulsion command of the work vehicle and a difference between the speed of the at least one left-side ground engaging unit and the speed of the at least one right-side ground engaging unit corresponds to a steering command of the work vehicle; determining a transition from a first operating mode to a second operating mode for the self-propelled work vehicle; and during the second operating mode, derating at least a portion of the first and second drivetrain speed commands corresponding to the propulsion command of the work vehicle and accordingly the average speed of the respective left-side and right-side ground engaging units, while substantially maintaining a portion of the first and second drivetrain speed commands corresponding to the steering command of the work vehicle and accordingly the difference between the speeds of the respective left-side and right-side ground engaging units. ### Claim 2 (depends on 1) The method of claim 1, further comprising: selectively derating at least a portion of the drivetrain speed commands corresponding to forward propulsion of the work vehicle, independent of a portion of the drivetrain speed commands corresponding to reverse propulsion of the work vehicle. ### Claim 3 (depends on 2) The method of claim 2, comprising: a first derate value applied to the portion of the drivetrain speed commands corresponding to forward propulsion of the work vehicle; and a second derate value different from the first derate value applied to the portion of the drivetrain speed commands corresponding to reverse propulsion of the work vehicle. ### Claim 4 (depends on 1) The method of claim 1, wherein: the determining of the transition from the first operating mode to the second operating mode comprises detecting an associated user selection via an onboard user interface. ### Claim 5 (depends on 4) The method of claim 4, further comprising: detecting a type of attachment coupled to the chassis; and applying a derate value corresponding to the detected type of attachment while in the second operating mode. ### Claim 6 (depends on 1) The method of claim 1, further comprising: classifying sequences of data from one or more onboard sensors into different predetermined work states; receiving input signals from at least one of the one or more onboard sensors; predicting a work state based a comparison of the received input signals to the classified sequences of data; and applying a derate value corresponding to the predicted work state while in the second operating mode. ### Claim 7 (depends on 1) The method of claim 1, wherein: one or more further operator commands via an onboard user interface selectively enable, suspend, or disable the derating of the drivetrain speed commands. ### Claim 8 (depends on 1) The method of claim 1, wherein: the determining of the transition from the first operating mode to the second operating mode comprises detecting a type of attachment coupled to the chassis and automatically applying a derate value corresponding to the detected type of attachment while in the second operating mode. ### Claim 9 (depends on 1) The method of claim 1, wherein: the determining of the transition from the first operating mode to the second operating mode comprises classifying sequences of data from one or more onboard sensors into different predetermined work states, receiving input signals from at least one of the one or more onboard sensors, detecting a work state based a comparison of the received input signals to the classified sequences of data, and the method further comprises applying a derate value corresponding to the detected work state while in the second operating mode. ### Claim 10 A self-propelled work vehicle comprising: a plurality of ground engaging units, wherein at least one ground engaging unit is disposed on each of left and right sides of a work vehicle frame and driven by respective first and second drivetrains; at least one work attachment configured for controllably working terrain; and a controller configured to during a first operating mode, apply first drivetrain speed commands to the left-side ground engaging units and second drivetrain speed commands to the right-side ground engaging units, wherein an average speed of the at least one left-side ground engaging unit and the at least one right-side ground engaging unit corresponds to a propulsion command of the work vehicle and a difference between the respective speeds of the at least one left-side ground engaging unit and the at least one right-side ground engaging unit corresponds to a steering command of the work vehicle; determine a transition from a first operating mode to a second operating mode for the self-propelled work vehicle, and upon determining the transition to the second operating mode, derate at least a portion of the first and second drivetrain speed commands corresponding to the propulsion command of the work vehicle and accordingly the average speed of the respective left-side and right-side ground engaging units, while substantially maintaining a portion of the first and second drivetrain speed commands corresponding to the steering command of the work vehicle and accordingly the a difference between the speeds of the respective left-side and right-side ground engaging units. ### Claim 11 (depends on 10) The self-propelled work vehicle of claim 10, wherein: the controller is configured to selectively derate at least a portion of the drivetrain speed commands corresponding to forward propulsion of the work vehicle, independent of a portion of the drivetrain speed commands corresponding to reverse propulsion of the work vehicle. ### Claim 12 (depends on 11) The self-propelled work vehicle of claim 11, comprising: a first derate value applied to the portion of the drivetrain speed commands corresponding to forward propulsion of the work vehicle; and a second derate value different from the first derate value applied to the portion of the drivetrain speed commands corresponding to reverse propulsion of the work vehicle. ### Claim 13 (depends on 10) The self-propelled work vehicle of claim 10, wherein: the determining of the transition from the first operating mode to the second operating mode comprises detecting an associated user selection via an onboard user interface, and the controller is configured to detect a type of attachment coupled to the chassis and apply a derate value corresponding to the detected type of attachment while in the second operating mode. ### Claim 14 (depends on 10) The self-propelled work vehicle of claim 10, wherein: the determining of the transition from the first operating mode to the second operating mode comprises detecting an associated user selection via an onboard user interface, and the controller is configured to: classify sequences of data from one or more onboard sensors into different predetermined work states; receive input signals from at least one of the one or more onboard sensors; detect a work state based a comparison of the received input signals to the classified sequences of data; and apply a derate value corresponding to the detected work state while in the second operating mode. ### Claim 15 (depends on 10) The self-propelled work vehicle of claim 10, wherein: one or more further operator commands via an onboard user interface selectively enable, suspend, or disable the derating of the drivetrain speed commands. ### Claim 16 (depends on 10) The self-propelled work vehicle of claim 10, wherein: the determining of the transition from the first operating mode to the second operating mode comprises detecting a type of attachment coupled to the chassis and automatically applying a derate value corresponding to the detected type of attachment while in the second operating mode. ### Claim 17 (depends on 10) The self-propelled work vehicle of claim 10, wherein: the determining of the transition from the first operating mode to the second operating mode comprises classifying sequences of data from one or more onboard sensors into different predetermined work states, receiving input signals from at least one of the one or more onboard sensors, detecting a work state based a comparison of the received input signals to the classified sequences of data, and the controller is configured to apply a derate value corresponding to the detected work state while in the second operating mode. ### Claim 18 A computer-implemented method of controlling a self-propelled work vehicle comprising a plurality of ground engaging units and at least one work attachment configured for controllably working terrain, wherein at least one ground engaging unit is disposed on each of left and right sides of a work vehicle frame and driven by respective first and second drivetrains, the method comprising: during a first operating mode, selectively applying first drivetrain speed commands for driving the left-side ground engaging units and second drivetrain speed commands for driving the right-side ground engaging units, wherein an average speed of the left-side ground engaging units and the right-side ground engaging units corresponds to a propulsion command of the work vehicle and a difference between the respective speeds of the left-side ground engaging units and the right-side ground engaging units corresponds to a steering command of the work vehicle; determining a transition from a first operating mode to a second operating mode for the self-propelled work vehicle; and during the second operating mode, selectively applying a first derate value to at least a portion of the first and second drivetrain speed commands corresponding to the propulsion command of the work vehicle and accordingly the average speed of the respective left-side and right-side ground engaging units, and selectively applying a second derate value to a portion of the first and second drivetrain speed commands corresponding to the steering command of the work vehicle and accordingly the difference between the speeds of the respective left-side and right-side ground engaging units. ### Claim 19 (depends on 18) The method of claim 18, wherein a first derate value applied to the at least a portion of the first and second drivetrain speed commands corresponding to forward propulsion command of the work vehicle is different from a first derate value applied to the at least a portion of the first and second drivetrain speed commands corresponding to reverse propulsion command of the work vehicle.