GB2586156A

GB2586156A - Method for operating steering systems and propulsion systems of track-type machines

Info

Publication number: GB2586156A
Application number: GB1911347.1A
Authority: GB
Inventors: Mathew Cowper Lance; D Kuras Brian; Sharma Ankit
Original assignee: Caterpillar Inc
Current assignee: Caterpillar Inc
Priority date: 2019-08-08
Filing date: 2019-08-08
Publication date: 2021-02-10
Also published as: GB201911347D0

Abstract

A method is provided for operating a steering system 200 fig 2 and/or a propulsion system 204 of a track-type machine (100 fig 1) by an electric drive 160,184 controllable by an input device 136. A controller 214 receives an instruction to alter an operational mode of at least one of the steering 200 or propulsion system 204 from an initial operational mode to a subsequent operational mode and retrieves a map based on the instruction. The controller 214 determines values of working parameters of the electric drive that need to be met corresponding to functional states of the input device 136 based on the map. Next. the controller 214 calibrates the electric drive according to the map such that actuating the input device 136 to the functional states helps achieve the values of the working parameters of the electric drive 160,184 to attain the subsequent operational mode. The invention provides adaptiveness to different operators for example.

Description

METHOD FOR OPERATING STEERING SYSTEMS AND PROPULSION

SYSTEMS OF TRACK-TYPE MACHINES

Technical Field

[0001] The present disclosure relates to a method for operating steering systems and propulsion systems of machines (e.g., track-type tractors) by an electric drive. More particularly, the present disclosure relates to modifying or altering aggressiveness of steering systems and propulsion systems in such machines.

Background

[0002] Machines, such as track-type tractors, may be operated by multiple operators at a worksite. It is common to have one operator prefer the machine to respond in one manner, while another operator prefer the machine to respond in a different manner. This is because different operators demonstrate different working behaviors and are themselves different in terms of their levels of efficiency, aggressiveness, and sensitivity. Factors, such as operator reaction time, a perception of the underlying / surrounding terrain, etc., may also vary from one operator to another. Besides, even single operators may themselves behave differently over work shifts, days, weeks, etc. [0003] Operations related to steering and propulsion in such machines are usually carried out through controls or input devices, such as joysticks, levers, pedals, etc. Operating patterns of such input devices, facilitating the propulsion and steering of such machines, may remain largely unchanged in a machine. In other words, a gain obtained by moving an input device a certain displacement may produce the same response regardless of the worksite environment or the operator behavior. As a result, different operators with different working behaviors are restricted to follow a typical, default operating style, as are presently afforded by such controls and input devices of such machines.

[0004] US Patent No. 7,142,956 relates to an automatic steering, and in particular to a system and method for providing UPS-based guidance for an auxiliary steering system, which is installed in parallel with a primary steering system of a vehicle and utilizes a constant factor,such as the vehicle steering rate, in a control system with a feedback loop.

Summary of the Invention

[0005] In one aspect, the disclosure is directed towards a method for operating at least one of a steering system or a propulsion system of a track-type machine by an electric drive. The electric drive is controllable by an input device. According to the method, a controller receives an instruction to alter an operational mode of at least one of the steering system or the propulsion system from an initial operational mode to a subsequent operational mode and retrieves a map based on the instruction. The controller determine values of working parameters of the electric drive that needs to be met corresponding to functional states of the input device based on the map. Next, the controller calibrates the electric drive according to the map such that actuating the input device to the functional states helps achieve the values of the working parameters of the electric drive to attain the subsequent operational mode.

Brief Description of the Drawings

[0006] FIG. 1 is a track-type machine, in accordance with an embodiment of

the present disclosure;

[0007] FIG. 2 is an exemplary layout of an electric drivetrain of the track-type machine that constitutes or forms both a propulsion system and a steering system of the machine, in accordance with an embodiment of the present disclosure; [0008] FIG. 3 is a map depicting exemplary values of working parameters of an electric drive of the electric drivetrain and corresponding functional states of an input device applicable in certain operational modes of the steering system, in accordance with an embodiment of the present disclosure; [0009] FIG. 4 is another map depicting exemplary values of working parameters of the electric drive and corresponding functional states of the input device applicable in certain operational modes of the propulsion system, in accordance with an embodiment of the present disclosure; and [0010] FIG. 5 is a flowchart illustrating an exemplary method for operating at least one of the steering system or the propulsion system of the track-type machine by the electric drive, in accordance with an embodiment of the present disclosure.

Detailed Description

[0011] Referring to FIG. 1, a machine 100 is shown. The machine 100 includes a track-type machine 104, and without limitation, the machine 100 may include and/or represent a construction machine that may include a track-type tractor 108, as shown. The machine 100 may also represent or include an excavator, a shovel, a loader, a forest machine, an agricultural machine, and the like. Aspects of the present disclosure may be generally applied to all machines using traction devices 112 in the form of ground engaging tracks or endless tracks 116, as shown, that may he applied to perform functions requiring relatively high torque output, but with a relatively low ground speed. Nevertheless, machines having wheels instead of the endless tracks 116 may also make use of one or more aspects of the present disclosure. Further, the machine 100 may often be used in environments that require extra traction and/or may be often used for performing functions such as, agglomerating, pushing, and/or pulling, dirt, debris, soil, rocks, disintegrated particles, etc., over and across a ground surface 120.

[0012] Referring to FIGS. 1 and 2, the machine 100 may include a main frame 124 for supporting a number of systems and sub-systems of the machine 100. For example, the main frame 124 may support an operator station (or an operator cab 128) housing one or more controls 132 that may be available in the form of one or more of input devices, such as joysticks, levers, pedals, etc. (see input device 136, FIG. 2) for the access and control of many of the functions of the machine 100. Apart from such input devices, controls 132 of the operator station or the operator cab 128 may also include a human-machine interface 140 that may take the form of a touch screen, display, control panel, and/or the like.

[0013] The main frame 124 may support a work implement 144 of the machine 100. The work implement 144 may include a blade or a moldboard that may be brought forth to engage the ground surface 120 and may be adapted to perform one or more of the aforementioned tasks of agglomerating, pushing, and/or pulling, dirt, debris, soil, rocks, disintegrated particles, etc., over the ground surface 120. As shown, the main frame 124 may include a forward cnd 148 and a rearward cnd 152, and the work implement 144 may be coupled to the forward end 148 of the main frame 124.

[0014] The main frame 124 may further support a power compartment 154 of the machine 100. The power compartment 154 may house a power source 156, such as an internal combustion engine or a turbine-based engine (or simply an engine 158). Other types of power sources may be contemplated. The engine 158 may run on one of or a combination of fossil fuels, such as gasoline, diesel, natural gas, etc., to provide motive power to various systems and sub-systems of the machine 100, such as to actuating systems responsible for the movement and operation of the machine 100.

[0015] Further, the machine 100 may include an undercarriage 192 that may he supported by the main frame 124. The undercarriage 192 may carry or support the traction devices 112 (e.g., the two ground engaging endless tracks 116', 116-) located on opposite sides of main frame 124 (also see FIG. 2), which are configured to engage the ground surface 120 and propel the machine 100 relative to the ground surface 120, in turn allowing the work implement 144 to perform the aforesaid agglomerating, pushing, and/or pulling functions.

[0016] The machine 100 may include an electric drivetrain 160 that may receive the motive power from the power source 156 and may pass said motive power to the traction devices 112 allowing the traction devices 112 (and thus the machine 100) to move on the ground surface 120 (see exemplary direction, A, of machine travel, FIG. 1). The electric drivetrain 160 may include a generator 164, a power electronics unit 168, a master controller 172, and an electric drive 176 having one or more electric motors 180. Discussions related to the electric drivetrain 160 will now follow.

[0017] The generator 164 may be operatively associated or coupled with the power source 156. In so doing, power from the power source 156 may be passed to the generator 164 to drive the generator 164 such that mechanical energy from the power source 156 may be converted into electrical energy by the generator 164. The generator 164 may he of any of the known AC (alternating current) or DC (direct current) generator types, which may be exemplarily based on one or more of permanent magnet type, induction type, switched reluctance type, or a combination of the above, and may also be sealed, brushless, and/or liquid cooled, for example. The generator 164 may be used to provide electrical energy to power one or more of the electric motors 180 of the electric drive 176.

[0018] The power electronics unit 168 may function alongside a generator sensor 170, for example, a speed sensor, and may include a power inverter, one or more inverter controllers that may be configured to run on generator specific sets of instruction for the conversion of at least a portion of the mechanical energy (from the power source 156) into electrical energy. As an alternative, the generator 164 may include a rectifier in place of the power electronics unit 168 and may omit the generator sensor 170 (e.g., the speed sensor) based on the control logic used. According to some exemplary working scenarios, the power electronics unit 168 (in conjunction with the master controller 172) may be configured to control the conversion of alternating current from the generator 164 into a high voltage direct current and may monitor the generator 164's operation via the generator sensor 170.

[0019] The electric motors 180 (e.g., a first electric motor 184 and a second electric motor 188) may receive power from the generator 164 via the power electronics unit 168 and their running may be accordingly modulated for one or both of a steering function or a propulsion function associated with the machine 100 (e.g., by the master controller 172). The electric motors 180 (or the electric drive 176) may be controlled by the input device 136 by actuating or moving (e.2_ by articulation, tilt, etc.) the input device 136 to one or more functional states. The electric motors 180 may include any known AC or DC motor, such as a permanent magnet motor, an induction motor, a switched reluctance motor, or a combination of the above, and may also he sealed, brushless, and/or liquid cooled.

[0020] While it is contemplated that motive power may be generated by the power source 156, and further passed to the electric motors 180 through the generator 164 and the power electronics unit 168, in some alternate embodiments, or in addition to the above discussions, the electric motors 180 may operate as a generator, and the generator 164 may operate as a motor. For example, during a braking of machine 100 and/or during the slowing of the electric motors 180 and/or the generator 164, the electric motors 180 may convert the kinetic energy associated with the (slowing) movement of the machine 100 into electric energy, which may be stored in an electric energy storage system, such as a battery. Additionally, or optionally, the electric motors' inertia and speed may also be converted into electric energy during machine slowing. Further, in some cases, the generator 164 may operate as a motor, for example, to provide an input back into the power source 156 so as to increase a speed of the power source 156 during periods in which electric drivetrain 160 may receive excessive energy. This may act to reduce fuel consumption and/or emissions if the engine 158 were used as the power source 156. As an alternative, this excess energy may he dissipated across a resistive grid (not shown).

[0021] According to some embodiments, the electric drive 176 may be utilized to power both a machine movement function and a machine steering function. In this regard, the first electric motor 184 may be coupled to the traction device 112 on the left-hand side of the machine 100 and the second electric motor 188 may be coupled to the traction device 112 on the right-hand side of the machine 100 (see FIG. 2). When such electric motors 180 are operated synchronously, as may he facilitated by a tilt (e.g., fore and aft movement) of the input device 136, they may concertedly propel the machine 100 (see exemplary direction. A. of machine travel. FIG. 1). When the first electric motor 184 moves slower or faster than the second electric motor 188, as may be facilitated by an articulation (e.g., left and right movement) of the input device 136, they may concertedly steer the machine 100. Accordingly, in some embodiments of the present disclosure, the electric drivetrain 160 forms and/or defines both a steering system 200 of the machine 100 and a propulsion system 204 of the machine 100.

[0022] In some examples, a fore and aft movement of the input device 136 may respectively cause acceleration and deceleration of the electric motors 180 (and, in turn, of the machine 100). Accordingly, a functional state of the input device 136 with regard to the propulsion function may include a degree of movement of the input device 136 in the fore and aft direction. Further, in some examples, a movement of the input device 136 to the left may cause the first electric motor 184 to move slower than the second electric motor 188, resulting in the steering of the machine 100 towards the left. Conversely, a movement of the input device 136 to the right may cause the first electric motor 184 to move faster than the second electric motor 188, resulting in the steering of the machine 100 towards the right. Accordingly, a functional state of the input device 136 with regard to the steering function may include a degree of movement of the input device 136 to the left or to the right. In that manner, the electric drive 176 (or the electric motors 180) may be controlled by the input device 136.

[0023] The master controller 172 may be coupled to the input device 136 and to the electric motors 180 to modulate and establish an operational mode or an aggressiveness setting (e.g., a default operational mode or a default aggressiveness setting) between the input device 136 and the electric motors 180. For the propulsion function, as an example, the master controller 172 may determine one or more corresponding working parameters (e.g., a synchronous speed) to be attained by the electric motors 180 for an amount of tilt (e.g., a functional state) of the input device 136. For the steering function, as an example, the master controller 172 may determine one or more corresponding working parameters (e.2., an increase or a decrease of the speed to be attained by one of the electric motors 180 relative to the other of the electric motors 180) for an amount of articulation (e.g.. another functional state) of the input device 136. In some embodiments, the input device 136 may also be configured to move to multiple discrete displacements or positions (e.g., for both tilt and articulation), and the master controller 172 may accordingly determine multiple corresponding responses (e.g., discrete responses) of the electric motors 180 for one or both of the steering function and the propulsion function.

[0024] Certain embodiments of the present disclosure relate to a system 210 for enabling an operator of the machine 100 to alter such an operational mode or aggressiveness setting (e.g., the default operational mode or the default aggressiveness setting) of at least one of the steering system 200 or the propulsion system 204. In other words, the system 210 helps at least one of the steering system 200 or the propulsion system 204 'shift' from an initial operational mode to a preferred operational mode or a preferred aggressiveness setting -in other words, the system 210 facilitates a recalibration of the input device 136 with respect to the electric motors 180. For the purposes of the ongoing discussion, said preferred operational mode or the preferred aggressiveness setting may simply be referred to as a 'subsequent operational mode', hereinafter. Because the electric drivetrain 160 defines both the steering system 200 and the propulsion system 204, it is also possible for the system 210 to facilitate the 'shift' of both the steering system 200 and the propulsion system 204, either simultaneously or at different times. The system 210 includes a motor controller (simply referred to as a controller 214, hereinafter).

[0025] The controller 214 may he configured to retrieve a set of instructions from a memory 218 and run the set of instructions based on an input or instruction received from the human-machine interface 140 to facilitate the aforesaid 'shift'. To this end, the controller 214 may be coupled to the human-machine interface 140 to receive input pertaining to the 'shift' from one or more operators accessing the human-machine interface 140. Such a human-machine interface, in some cases, may he integrated into the controller 214, and/or may belong to (or he part of) the system 210. Alternatively, the human-machine interface 140 may be a stand-alone entity or belong to (or be part of) any other available/existing human-machine interface of the machine 100.

[0026] The controller 214 may also be coupled to the input device 136 to receive and analyze input from the input device 136. Further, the controller 214 may also be communicably coupled the power electronics unit 168, the electric motors 180, and to the master controller 172. In some instances, running the set of instructions may mean retrieving one or more map(s) (that may he in the form of a table, a chart, or the like) (see examples provided in FIGS. 3 and 4) from the memory 218. Such map(s) may include values corresponding to one or more working parameters (e.g., speed) of the electric drive 176 tallied vis-a-vis the functional states of the input device 136 and matched against the subsequent operational mode of at least one of the steering system 200 or the propulsion system 204. In other words, the map(s) may indicate the values of the working parameters of the electric drive 176 that needs to be met corresponding to one or more functional states of the input device 136 to achieve the subsequent operational mode of at least one of the steering system 200 or the propulsion system 204.

[0027] With regard to the steering system 200, the working parameters of the electric drive 176 may exemplarily correspond to a rate of speed change (TP) of one of the first electric motor 184 or the second electric motor 188 relative to the other of the first electric motor 184 or the second electric motor 188. Further, an additional exemplarily working parameter with regard to the steering system 200 also includes the steering system's rate limit based on a selected smoothness level applicable to limit changes in a steering angle and/or the steering system's hysteresis compensation (SP). Other working parameters may be contemplated. An exemplary map 230 depicting exemplary values (TP, SP) of the working parameters of the electric drive 176 corresponding to exemplary functional states (SF, TF) of input device 136 for both the initial operational mode and the subsequent operational mode of the steering system 200 is provided in FIG. 3.

[0028] It may be noted that the values corresponding to the working parameters TP and SP, when suffixed with '1', relate to the initial operational mode and when suffixed with '2', relate to the subsequent operational mode of the steering system 200, as shown. Correspondingly. functional states (SF, TF) of the input device 136 when suffixed with '1' relate to the initial operational mode and when suffixed with '2' relate to the subsequent operational mode of the steering system 200. Details related to the subsequent operational mode of the steering system 200 may be compared and visualized with respect to the details related to the initial operational mode of the steering system 200 in FIG. 3.

[0029] With regard to the propulsion system 204, the working parameters of the electric drive 176 may exemplarily correspond to the rate or speed change of the electric motors 180 -e.g., acceleration (WP) and deceleration (XP) of the electric motors 180. Further, some additional and exemplarily working parameters with regard to the propulsion system 204 includes jerk -e.g., an oncoming jerk (YP) (i.e., jerk applied to first start accelerating the electric motors 180), an off going jerk (ZP) (i.e., the jerk applied to match an actual speed of the electric motors 180 to a desired speed). Other working parameters may be contemplated. An exemplary map 234 depicting exemplary values of the working parameters of the electric drive 176 corresponding to exemplary functional states (WF, XF, YF, ZF) of input device 136 for both the initial operational mode and the subsequent operational mode of the propulsion system 204 is provided in FIG. 4.

[00301 It may be noted that the values corresponding to the working parameters WP, XP. YP. and ZP, when suffixed with '1', relate to the initial operational mode and when suffixed with '2', relate to the subsequent operational mode of the propulsion system 204, as shown. Correspondingly, functional states (WF, XF, YF, ZF) of the input device 136 when suffixed with '1' relate to the initial operational mode and when suffixed with '2' relate to the subsequent operational mode of the propulsion system 204. Details related to the subsequent operational mode of the propulsion system 204 may be compared and visualized with respect to the details related to initial operational mode of the propulsion system 204.

[00311 As with the master controller 172, the controller 214 may also note that a functional state of the input device 136 may correspond to a movement of the input device 136 a certain amount or displacement (e.g., tilt, articulate) to obtain a gain, and with every unit displacement of the input device 136, the electric motors 180 (or the electric drive 176) may produce a corresponding response. Such movement of the input device 136 to attain the gain may be accordingly logged as a functional state of the input device 136 by the controller 214, as well. According to one embodiment of the present disclosure, the map(s) 230, 234. as retrievable by the controller 214, also includes data related to such movement / displacements in the form or positional values as functional states of the input device 136 corresponding to which values of one or more working parameters of the electric motors 180 may be attained.

[0032] While many functionalities of the controller 214 have been discussed in the present disclosure, it may be contemplated that, in some cases, the controller 214 and the master controller 172 may form one single integrated entity, either existing as a stand-alone unit or being incorporated into one or more of the machine's control systems, such as the machine's Electronic Control Module (ECM). Alternatively, the controller 214 and the master controller 172 may be split into multiple control sub-systems with each sub-system being integrated into one or more devices (e.g., the power source 156, the generator 164, the electric motors 180, etc.). Alternatively, such sub-systems may exist as corresponding stand-alone units, and with each sub-system being communicatively coupled (e.g., wirclessly) to another sub-system so as to the perform the many functions of the controller 214, as discussed herein.

[0033] The controller 214 may include a microprocessor-based device, and/or may he envisioned as an application-specific integrated circuit, or other logic devices, which provide controller functionality, and such devices being known to those with ordinary skill in the art. The controller 214 may be implemented using one or more controller technologies, such as Reduced Instruction Set Computing (RISC) technology, Complex Instruction Set Computing (CISC) technology, etc. Further, the controller 214 may also be coupled to and work in conjunction with one or more memory units, such as the memory 218.

[0034] Processing units within the controller 214 may include processors, examples of which may include, but are not limited to, an X86 processor, a Reduced Instruction Set Computing (RISC) processor, an Application Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CISC) processor, an Advanced RISC Machine (ARM) processor, or any other processor.

[0035] Examples of the memory 218 may include a hard disk drive (IIDD), and a secure digital (SD) card. Further, the memory 218 may include nonvolatile/volatile memory units such as a random-access memory (RAM)/a read-only memory (ROM), which include associated input and output buses. The memory 218 may be configured to store one or more sets of instruction, as noted above, that may be accessed and executable by the controller 214.

Industrial Applicability

[0036] An exemplary method of operating at least one of the steering system or the propulsion system 204 will now he discussed. Said method is associated with the 'shift' of at least one of the steering system 200 or the propulsion system 204 from the initial operational mode to the subsequent operational mode. The method shall be discussed by way of a flowchart 500 set out in FIG. 5, and initiates at block 502.

[0037] At block 502, the controller 214 receives an instruction to alter an operational mode of at least one of the steering system 200 or the propulsion system 204 from the initial operational mode to the subsequent operational mode. Such an instruction may be provided by one or more operators accessing the human-machine interface 140 of the machine 100. According to some embodiments, the operational mode of the steering system 200 and/or the propulsion system 204 may be shifted to multiple operational modes. For example, the subsequent operational mode may represent operational modes in which the steering system 200 or the propulsion system 204 may be one of 'less aggressive', or 'medium aggressive', or 'highly aggressive'.

[0038] For the purposes of the ongoing discussion, it may be assumed that an operator may have selected a 'shift' from the initial operational mode to the subsequent operational mode of the steering system 200, alone. Discussions related to such a 'shift' of the steering system 200 may be equivalently applicable and envisioned for an equivalent 'shift' of the propulsion system 204 (i.e., from an initial operational mode to a subsequent operational mode). The method proceeds to block 504.

[0039] At block 504, the controller 214 may retrieve a map (e.g., map 230 applicable for altering the operational mode of the steering system 200) based on the instruction. The controller 214 may retrieve the map 230 from the memory 218. As discussed above, the map 230 may include values of working parameters of the electric drive 176 that needs to be met vis-a-vis functionals states of the input device 136 to achieve the subsequent operational mode of the steering system 200. The method proceeds to block 506.

[0040] At block 506, the controller 214 may determine values of the working parameters of the electric drive 176 that needs to be met corresponding to the functional states of the input device 136 based on the map (e.g., the map 230) so as to achieve the subsequent operational mode of the steering system 200.

[0041] With regard to the above example involving a 'shift' of the operational mode of the steering system 200 from an initial operational mode to a subsequent operational mode, the controller 214 may note that the functional state associated with the input device 136 corresponding to meet the rate limit / hysteresis of SP1, was SF1 (see map 230, FIG. 3), and that a 'shift' to the subsequent operational mode of the steering system 200 means that the functional state associated with the input device 136 corresponding to meet the rate limit / hysteresis of SP2, will be SF2 (see map 230, FIG. 3). SP1 and SP2, as noted, may be the values associated with the rate limit / hysteresis (in appropriate units), while SF1 and SF2 may correspond to a degree of deviation (e.g., articulation) (in appropriate units) of the input device 136 either to the left or to the right (since steering the machine 100 may mean a movement of the input device 136 to the left or to the right). In some cases, it is possible for the functional states (such as SF1 and SF2) of the input device 136, in both the initial operational mode and the subsequent operational mode, to remain unchanged.

[0042] Simultaneously, the controller 214 may also note that the functional state associated with the input device 136 corresponding to meet the rate of speed change between the electric motors 180 of TP1, was TF1 in the initial operational mode (see map 230, FIG. 3), and that a 'shift' to the subsequent operational mode of the steering system 200 means that the functional state associated with the input device 136 corresponding to meet the rate of speed change between the electric motors 180 of TP2, will be TF2 (see map 230, FIG. 3). TP1 and TP2, as noted, may be the values associated with the rate of speed change between the electric motors 180 (in appropriate units), while TF1 and TF2 may correspond to a rate of deviation (in appropriate units) of the input device 136 either to the left or to the right.

[0043] Similar discussions may be contemplated in the case of a 'shift' of an operational mode of the propulsion system 204 from an initial operational mode to a subsequent operational mode when viewed in conjunction with the map 234 (see FIG. 4). For example, the controller 214 may note that the functional states WF1, XF1, YF1, and ZFl, of the input device 136 corresponding to values WP1, XP1, YP1, and ZP1, of acceleration, deceleration, oncoming jerk, and off going jerk, in the initial operational mode, may respectively be altered to functional states WF2, XF2, YF2, and ZF2, of the input device 136 corresponding to values WP2, XP2, YP2, and ZP2, of acceleration, deceleration, oncoming jerk, and off going jerk in the subsequent operational mode. Nevertheless, in some cases, it is possible that one or more of the functional states WF2, XF2, YF2. and ZF2, may remain unchanged versus the functional states WF1, XF1, YF1, and ZF1. The method proceeds to block 508.

[0044] At block 508, the controller 214 calibrates the electric drive 176 according to the map 230 such that actuating the input device 136 to the one or more functional states helps achieve the values of the one or more working parameters of the electric drive 176 to thereby attain the subsequent operational mode of at least one of the steering system 200. The method stops at block 508.

[0045] With the use of the system 210, operators running across a full range of applications are provided with the much-needed operational flexibility. More particularly, different operators (or the same operator) with different working behaviors may be at liberty and discretion to alter the operational mode of the steering system 200 and/or the propulsion system 204 according to their liking. making the environment within the operator cab 128 less tiresome and more efficient.

[0046] It will be apparent to those skilled in the art that various modifications and variations can be made to the system of the present disclosure without departing from the scope of the disclosure. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the system disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalent.

Claims

Claims What is claimed is: 1. A method for operating at least one of a steering system or a propulsion system of a track-type machine by an electric drive, the electric drive being controllable by an input device, the method comprising: receiving, by a controller, an instruction to alter an operational mode of at least one of the steering system or the propulsion system from an initial operational mode to a subsequent operational mode; retrieving, by the controller, a map based on the instruction; determining, by the controller, values of one or more working parameters of the electric drive that needs to be met corresponding to one or more functional states of the input device based on the map to achieve the subsequent operational mode; and calibrating, by the controller, the electric drive according to the map such that actuating the input device to the one or more functional states helps achieve the values of the one or more working parameters of the electric drive to thereby attain the subsequent operational mode of at least one of the steering system or the propulsion system.