• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:BE1020463A5
    申请号:E2011/0328
    申请日:2011-05-30
    公开日:2013-11-05
    发明作者:
    申请人:Israel Aerospace Ind Ltd；
    IPC主号:
    专利说明:

    CONTROLLER FOR A DRIVE SYSTEM FIELD OF THE INVENTION
    This invention relates to vehicles driven by hydraulic drive systems, and more particularly to control systems therefor.
    BACKGROUND OF THE INVENTION
    A drive system for a vehicle usually comprises a drive motor (such as a diesel engine), which usually supplies a constant power, and which drives a generator, which in turn drives motors in each of the vehicle wheels. The reaction speed of the system, controllability and varying circumstances are usually not important. When such a drive system carries a load with several degrees of freedom, with resonant frequencies lower than those of the drive system itself, driving the vehicle is difficult, if not impossible.
    SUMMARY OF THE INVENTION
    A controller is provided that controls both the speed of the vehicle and the traction force at the same time, using adjustable hydraulic motors with an adjustable stroke volume. This is done using a speed controller that controls the speed of the vehicle by controlling different system inputs, and a pull controller to determine the pull of the vehicle by controlling the same inputs, as well as based on the control of vehicle parameters. To accomplish this, each of the two controllers controls the TPM of the drive motor, the stroke volume of the hydraulic pump and the stroke volume of the hydraulic motor to drive the vehicle. The measured RPM of the drive motor is used as feedback for the speed controller, the measured speed of the vehicle is used as feedback for both the speed controller and the pull force controller, and the measured drive pressure of the hydraulic system of the vehicle is used as feedback for the pull controller .
    The vehicle's speed, acceleration and traction are simultaneously controlled by a controller that dynamically controls all vehicle movement parameters, drive motor speed, vehicle speed and traction in real time. The general system check is performed by a speed controller that controls the speed of the vehicle based on the speed input desired by the user, and a force controller to determine the acceleration to achieve the desired speed and traction of the vehicle based on user input and a force envelope, road conditions, vehicle parameters and induced structural limitations, while taking into account the current speed of the vehicle. To accomplish this, each of the two controllers controls the drive motor, the hydraulic pump, and the hydraulic motor to drive the vehicle. The measured TPM of the drive motor is used as feedback for the speed controller and is compared with the desired power. The measured speed of the vehicle is used as feedback for both the speed controller and the force controller, and the measured acceleration and traction force (which can be measured by one of several known methods) of the vehicle is used as feedback for the power controller. The invention allows the real-time control of hydraulically driven vehicles, using different rules according to the specific requirement and as a function of varying circumstances, which are usually impossible today.
    According to an aspect of the invention described below, a primary controller is provided that is configured to control a drive system comprising a drive motor, a generator, and a motor, the drive motor configured to supply power to the generator configured to drive the motor, the controller comprising: • a speed controller configured to determine a target speed of the motor depending on externally supplied speed input; and • a traction controller that is configured to determine an intended engine traction based on externally supplied traction input and on vehicle parameters; wherein the primary controller is configured to: • simultaneously determine the intended speed and traction; and • simultaneously control the drive motor, generator, and motor to drive the motor at the intended speed and traction.
    The speed controller may further be configured to determine the intended speed depending on the power of the drive motor and the measured actual speed of the motor, the traction controller being further configured to determine the intended traction based on the measured actual speed and the measured actual engine traction.
    According to another aspect of the present invention, a primary controller is provided that is configured to control a vehicle driven by a drive system, the controller comprising the following: a speed controller configured to determine a target speed of the vehicle depending on externally supplied speed input; and • a traction controller that is configured to determine the intended traction and acceleration of the vehicle based on externally supplied traction input and of vehicle parameters; wherein the primary controller is configured to: • determine the intended speed, acceleration and traction force at the same time; and • simultaneously driving a drive motor, generator and motor of the drive system to drive the vehicle at the intended speed, acceleration and traction.
    The speed controller may be further configured to determine the intended speed of the vehicle depending on the power of the drive motor and the measured actual speed of the vehicle, the tensile force controller being further configured to determine the intended tensile force of the vehicle based on the measured actual speed and the tractive force of the vehicle.
    The measured actual speed of the vehicle can be measured by measuring the angular speed of the wheels of the vehicle.
    The primary controller can be configured to: • influence the speed of the vehicle at least by influencing the speed of the engine; and • influence the traction of the vehicle at least by influencing the traction of the engine.
    In both of the above aspects, the traction controller may be further configured to determine the intended traction depending on the intended speed.
    According to both of the above aspects, the externally supplied speed input may further comprise a desired speed of the vehicle supplied by the user.
    In both of the above aspects, the externally supplied traction input may further include information regarding the maximum and minimum traction. In both of the above aspects, the drive motor may further be a motor, the primary controller being configured to control the drive motor at least by affecting its speed.
    In both of the above aspects, the primary controller may be further configured to alleviate drive engine, engine speed, and engine traction effects due to traction failures (such as ramps, wind, and rolling resistance) on the vehicle while driving through the drive system.
    In both of the above aspects, the drive system may be further configured to drive the vehicle when it is subject to a load, the primary controller being configured to reduce the resonance of the load during vehicle operation subject to the load. tax.
    According to both of the above aspects, the drive system may further be an electric drive system. The drive engine can be selected from the group consisting of a diesel engine, one or more batteries and one or more fuel cells. The generator can be an electric generator. The motor can be an electric motor.
    According to both of the above aspects, the drive system may further be a hydraulic drive system. The drive engine can be a diesel engine. The generator can be a hydraulic pump. The primary controller can be configured to control the hydraulic pump at least by affecting its stroke volume. The motor can be a hydraulic motor. The primary controller can be configured to control the hydraulic motor at least by affecting its stroke volume.
    According to a further aspect of the invention described below, a primary controller is provided that is configured to control a drive system comprising a drive motor, a generator, and a motor, the drive motor configured to supply power to the generator configured to drive the motor, the controller comprising the following: a speed controller configured to determine a target speed of the motor depending on at least two different input parameters; and a traction controller configured to determine an intended traction of the motor based on at least two different input parameters; and wherein the primary controller is configured to: • simultaneously determine the intended speed and the intended traction; and • simultaneously control the drive motor, generator, and motor to steer the motor at the intended speed and traction.
    The input parameters can be measured input parameters selected from the group consisting of the power of the drive motor, the measured actual speed of the vehicle, the measured speed of the hydraulic motor and the measured actual pulling force of the vehicle.
    The input parameters may be input parameters entered by the user selected from the group consisting of desired speed supplied by the user, the maximum acceleration at which the desired speed can be achieved, traction provided by the user, information regarding a maximum and a minimum traction, the desired engine speed, vehicle parameters (e.g. vehicle dimensions and weight) and actual load parameters carried by the vehicle.
    The input parameters can be external input parameters selected from the group consisting of locations of other vehicles, the slope of the road, wind and the rolling resistance.
    The at least two different input parameters may include at least one parameter from each of two or more of the measured input parameters, the input parameter entered by the user, and the external input parameter.
    According to yet a further aspect of the present invention, there is provided a vehicle comprising a primary controller according to any one of the preceding claims. The vehicle can be configured to pull an aircraft and it can further be configured to receive a landing gear from the aircraft.
    BRIEF DESCRIPTION OF THE FIGURES
    To understand the invention and see how it can be practiced, an embodiment is now described which is merely illustrative and not limitative, with reference to the accompanying drawings, wherein:
    FIG. 1A is a schematic illustration of a vehicle with a drive system; FIG. 1B is a schematic illustration of the vehicle illustrated in FIG. IA with a hydraulic drive system;
    FIG. IC is a schematic illustration of the vehicle illustrated in FIG. 1A with an electric drive system; and
    FIG. 2 is a schematic illustration of a primary controller according to the present invention.
    DETAILED DESCRIPTION OF EMBODIMENTS
    As is schematically illustrated in FIG. 1A, a vehicle 10 is provided which is driven by a drive system 12 that is configured to drive the vehicle. The vehicle 10 further comprises wheels 14 for moving the vehicle, and a platform 16 for carrying a load, which may be a landing gear (not illustrated) of an aircraft, such as a commercial airliner. In addition, a controller (not illustrated in Fig. 1) is provided for controlling the vehicle via the HDS 12.
    In addition to the above, the vehicle 10 can be an aircraft tractor and can therefore be provided with suitable elements for this. Examples of some such vehicles and elements are described, for example, in one or more of the following patents WO 2008/038270, WO 2008/139437 and WO 2008/139440, the complete descriptions of which are hereby incorporated by reference.
    The drive system 12 includes a drive motor 18 (such as a diesel engine), a generator 20 and a motor 22 connected to, and configured to drive, each wheel 14 of the vehicle 10. (It will be understood that although the drive system 12 has been described with one drive motor 18 and one generator 20, it may contain several of these elements, for example to provide redundancy. The drive system 12 is similar to those well known in the art. More specifically, the drive motor 18 supplies power to the generator 20, which drives each motor 22. As mentioned above, the motor 22 is operatively connected to the wheels 14 to drive them.
    The platform 16 is connected to a chassis of the vehicle 10 with known spring and damping properties as part of the load with multiple degrees of freedom. These parameters can be measured and / or estimated empirically by any known means. In addition, adapted connectors, such as springs and / or dampers, can be provided between the platform 16 and the chassis of the vehicle 10 to provide desired properties depending on the load.
    The platform 16 is usually designed to carry a heavy load with multiple degrees of freedom. For example, the vehicle 10 may be configured to pull an aircraft (such as a commercial jumbo jet), in which case the platform 16 may be designed to support a landing gear, such as the landing gear of the nose of the aircraft.
    The vehicle 10 is further provided with a primary controller, an example of which is schematically illustrated in FIG. 2 and is designated 24. The primary controller 24 includes a speed controller 26, which is configured to have a target speed (ie a speed at which the speed controller calculates that the vehicle works most ideally, taking into account inputs and calculated as defined below) of determine the vehicle, and a traction controller 28, which is configured to control the vehicle's intended acceleration and traction force (ie acceleration and traction force where the traction controller calculates that the vehicle works best, with inputs and calculated as defined below) to decide. (It will be appreciated that while the term "traction controller" is used with reference to the specific example of a vehicle, it is equivalent to a traction controller that can be used by a primary controller configured to control an HDS configured to anything other than driving a vehicle, such as lifting equipment, an antenna, etc.).
    The speed controller 26 is configured to determine the intended speed, taking into account different inputs, which may include: • a desired speed supplied by the user (Vdes, for example with regard to the desired speed of the vehicle (this can be entered) via a computer interface, or by a traditional foot pedal) • the maximum acceleration at which the desired speed can be achieved • the power of the drive motor 18 and • the actual speed of the vehicle 10 (for example by measuring the angular speed of the wheels of the vehicle).
    The traction controller 28 is configured to determine the intended acceleration and traction force, taking into account different inputs, which may include: • a traction input (Fdes, supplied by the user, this may include minimum and maximum traction forces of the vehicle that are on given in advance by a designer); • parameters of the vehicle (e.g. dimensions and weight of the vehicle); • parameters of the actual load transported by the vehicle • the actual speed of the vehicle 10; The intended speed determined by the speed controller 26; • the actual pulling force of the vehicle 18.
    The primary controller 24 is configured to simultaneously determine the intended speed, acceleration, and tensile force, and to control the drive motor 18, generator 20, and motors 22 simultaneously to implement the intended values. For optimum performance of the vehicle, the primary controller 24 can control the drive system 12 such that the power of the vehicle 10 (i.e., pull force times speed) is at all times as close as possible to that of the drive motor 18.
    To implement the intended values, the primary controller 24 is configured to affect the power of the drive motor 18 and the operation of the generator 20 and motors 22.
    In addition to the above, the primary controller 24 may be configured to detect and mitigate the effects of external forces due to malfunctions on the vehicle 10. These malfunctions may be slopes of the road the vehicle is traveling on, the effect of the wind on the vehicle and / or the load, and the effect of the rolling resistance of the vehicle and the towed load.
    According to an example illustrated in FIG. 1B, the drive system 12 is a hydraulic drive system (HDS). The drive engine 18 can be any suitable drive engine, such as a diesel engine. The generator 20 can be a hydraulic pump with adjustable stroke volume 20a, and the motors 22 can be hydraulic motors with adjustable stroke volume 22a. According to such an embodiment, the power of the drive motor is related to its speed, and the hydraulic pump supplies hydraulic fluid to the hydraulic motors.
    It will be appreciated that the speed of the vehicle 10, as is well known, is associated with the speed of the hydraulic motor and that its traction force is associated with the traction of its hydraulic motor.
    The primary controller 24 may further be configured to maintain system stability by reducing the resonant frequencies of the load so that it does not approximate the system bandwidth of the drive system 12. If the resonance of the load is approaching or lower than the system bandwidth of the drive system 12, then control of the vehicle 10 is lost and difficult to restore.
    By analyzing the dynamics of the load, the dynamics of the vehicle and the drive system and the dynamics of the control system, the state space of the system can be defined by the following twelve variables:
    The system is further defined by the following variables:
    System inputs ...................... codes (desired speed); eVp; eVm (pump & motor control)
    System outputs ................................................. .. Vt (X4); ioe (X5); P (Χε); Pci (Xn); Pc2 (X12)
    System failure (fast) ............................................. .................................................. Fioad
    System failure (slow) ................................... .......... ............... Fdisturb (Froli Fslope ~ f ~ Fwind)
    Constant parameter (in control loop) .......................... Fpreioadpump (pre-load spring pump)
    Constant parameter (in control loop) ......................... Fpreioad motor (pre-load spring motor)
    The state space comparisons are as follows (it will be understood that Xs * is the first input, Xn * is the second input and X12 * is the third input to the system):
    at which:
    Bp = damper damping
    Ct = total leakage of hydraulic system
    Fdisturb = total of all interference forces
    Fioad = force for the sake of the load
    Kp = stiffness of damper
    Mp = mass of the load
    Mt = mass of the vehicle
    Vo = volume of the hydraulic fluid
    The comparisons of the state space are as follows (it will be understood that X5 * is the first input, X ,, * is the second input and X, 2 * is the third input to the system):
    at which:
    Bp = damper damping
    Ct = total leakage of hydraulic system
    Fdisturb = total of all interference forces
    Fioad = force due to the load KP = stiffness of the damper MP = mass of the load
    Mt = mass of the vehicle
    Vo = volume of the hydraulic fluid ße = bulk modulus of the hydraulic fluid
    Wdes = desired speed of drive motor
    DmOi Dpo, (JUeOi Wmo, and Po values are from operating points of the system R the transmission ratio is R the wheel radius is
    Je and Ke are the inertia of the diesel engine and the constant of the gain control
    Kpump, Kmotor, Km, Kp, Fprep, and Fprem, parameters are from the pump and the motor controller
    Mm, Mp, Bm, Cm, cp, piston parameters are from the pump and motor controller
    In addition, the state space is defined as follows:
    Using the above description of the spelling of the state space of the system, y = f (u), Dp, Dm and Wdes are used as the inputs of the primary controller 24 to control the vehicle 10 through u) e, Vt) and P as system outputs. Any well-known numerical calculation environment, for example as sold under the name MATLAB® (with or without Simulink®), can be used to develop an open-loop transfer function G (s).
    The open loop transfer function is resolved to obtain the dynamic behavior of the system (i.e. its dominant poles). At the same time, an analysis of the parameters and magnitude of the magnitude is performed to eliminate non-significant elements and to ignore fast-responding dynamics, to simplify the state matrices A, B and C. For example, the valve control system of the pump and motor can be designed to be fast enough so that its dynamic responses and related movements of the swing plate (pump and motor) are fast with respect to input servo-valve voltage and can be considered as pure gain .
    Similarly, slowly changing fault loads (eg wind and slope) and the pre-load coefficient of the control piston spring (pump and motor) can be ignored.
    As further illustrated in FIG. 2, the speed controller 26 and the traction controller 28 control the volume stroke of the hydraulic pump 20a (Dp), the volume stroke of the hydraulic motor 22a (Dm) and the desired speed of the drive motor 18 (u) des), which are implemented via the HDS 12. This has, inter alia, an influence on the actual speed of the drive motor 18 (ωε), the pulling force of the vehicle (F), the pressure of the HDS (P), the speed of the vehicle 10 (Vt) and the speed of the hydraulic motor (h) m). It will be clear that the vehicle can be supplied with one or more instruments for measuring these values, for example a speed sensor of the drive motor 30, a traction sensor of the vehicle 32, a pressure sensor of the HDS 34, a speed sensor of the vehicle 36 and a speed sensor of the motor 38. Any of these can be provided, for example, as is well known in the art.
    The speed controller 26 may in particular be configured to determine the intended speed and / or to determine how the volume stroke of the hydraulic pump 20a (Dp), the volume stroke of the hydraulic motor 22a (Dm), and the desired speed of the drive motor 18 (codes) must be controlled based on the power of the drive motor (which is predictably related to its actual speed u> e) and the measured actual speed of the hydraulic motor u> m. In addition, the traction controller can be configured to determine the intended traction and / or determine how the volume stroke of the hydraulic pump 20a (Dp), the volume stroke of the hydraulic motor 22a (Dm), and the desired speed of the drive motor 18 (codes) ) must be controlled on the basis of the measured actual speed of the hydraulic motor uom and the measured traction of the vehicle F (which is related to the traction of the hydraulic motor 22a).
    According to another example illustrated in FIG. IC, the drive system 12 is an electric drive system. The drive engine 18 can be any suitable drive engine, such as a diesel engine. The generator 20 can be an electric generator 20b and the motors 22 can be any suitable types of electric motors 20b. It will be appreciated that the speed and traction of the electric motors 22b can be controlled in any way, depending on the type of electric motor provided, as is well known.
    An open-loop transfer function for the electric drive system can be determined as described above, mutatis mutandis.
    It will be appreciated that the example illustrated in FIG. IC comprises more than one electric generator 20b, each of which drives one or more electric motors 20b, as indicated by solid lines. In such a case, each electric generator 20b can be further connected to the electric motors 22b which are driven by one or more electric generators, as indicated by dotted lines. Thus, if one of the electric generators 20b should fail, then one or more of the others can be automatically configured to drive the electric motor (s) 22b that was previously driven by the defective electric generator. The drive system 12 is therefore provided with a redundancy. Thus, the vehicle may comprise a single drive motor 12 as illustrated, or more than one (e.g., one connected to each electrical generator 20b).
    An electric drive system provided as described herein can have several advantages. Such a system facilitates, for example, the steering of the vehicle 10 at slow speeds. In the case that the vehicle is an aircraft tractor, this allows for back pushing movements to be carried out by the vehicle 10. The propulsion system 12 moreover receives a high degree of control, which is the landing gear of the nose of the aircraft, which is usually the element on which it is mounted. vehicle 10 exerts direct force, helps protect against damage due to high loads.
    It will be appreciated that providing a primary controller 24 that operates as described above allows multiple inputs to be used to determine multiple outputs at the same time.
    Those skilled in the art for whom this invention is intended will readily understand that many changes, modifications, and variations are possible without departing from the scope of the invention mutatis mutandis. The primary
    Controller may be configured for use, mutatis mutandis, with any type of system that is driven by an HDS and that is subject to a load with multiple degrees of freedom, such as construction and / or lifting equipment, antennas, etc.
    权利要求:
    Claims (42)
    [1]
    A primary controller configured to steer a vehicle, configured to pull an aircraft, and driven by a drive system comprising a drive motor, a generator, and a motor, the drive motor configured to supply energy to the generator that is configured to drive the motor, the controller comprising: a speed controller configured to determine a target speed of the motor depending on externally supplied speed input; and • a traction controller that is configured to determine an intended engine traction based on externally supplied traction input and on vehicle parameters; wherein the primary controller is configured to: • simultaneously determine the intended speed and traction; and • simultaneously control the drive motor, generator, and motor to steer the motor at the intended speed and traction.
    [2]
    The primary controller of claim 1, wherein: the speed controller is further configured to the target speed. to be determined depending on the power of the drive motor and the measured actual speed of the motor; and • the traction controller is further configured to determine the intended traction based on the measured actual speed and the measured actual traction of the engine.
    [3]
    The primary controller of any one of the preceding claims, wherein said traction controller is further configured to determine the intended traction depending on the intended speed.
    [4]
    A primary controller according to any one of the preceding claims, wherein said externally supplied speed input comprises a desired vehicle speed supplied by the user.
    [5]
    The primary controller of any one of the preceding claims, wherein said externally supplied traction input comprises information regarding maximum and minimum tractions.
    [6]
    A primary controller according to any one of the preceding claims, wherein said drive motor is a motor, wherein said primary controller is configured to control the drive motor at least by its speed.
    [7]
    The primary controller of any one of the preceding claims, further configured to mitigate effects of the drive engine, engine speed, and engine traction due to power failures on the vehicle as it is driven by the drive system.
    [8]
    The primary controller of claim 7, wherein said failures are selected from the group comprising ramps, wind and rolling resistance.
    [9]
    A primary controller according to any one of the preceding claims, wherein said drive system is configured to drive the vehicle when it is subject to a load, said primary controller configured to reduce the resonance of the load during the control of the vehicle that is subject to said tax.
    [10]
    A primary controller according to any one of the preceding claims, wherein said drive system is an electric drive system.
    [11]
    The primary controller of claim 10, wherein said drive engine is selected from the group consisting of a diesel engine, one or more batteries, and one or more fuel cells.
    [12]
    The primary controller of any one of claims 10 and 11, wherein said generator is an electrical generator.
    [13]
    The primary controller of any one of claims 10 to 12, wherein said motor is an electric motor.
    [14]
    The primary controller of any one of claims 1 to 9, wherein said drive system is a hydraulic drive system.
    [15]
    The primary controller of claim 14, wherein said drive motor is a diesel engine.
    [16]
    The primary controller of any one of claims 14 and 15, wherein said generator is a hydraulic pump.
    [17]
    The primary controller of claim 16, which is configured to control the hydraulic pump at least by affecting its stroke volume.
    [18]
    The primary controller of any one of claims 14 to 17, wherein said motor is a hydraulic motor.
    [19]
    The primary controller of claim 18, which is configured to control the hydraulic motor at least by affecting its stroke volume.
    [20]
    20. Primary controller configured to steer a vehicle configured to tow an aircraft and driven by a propulsion system, the controller comprising: • a speed controller configured to determine an intended speed of the aircraft; vehicle dependent on externally supplied speed input; and • a traction controller that is configured to determine the intended traction and acceleration of the vehicle based on externally supplied traction input and of vehicle parameters; wherein the primary controller is configured to: • determine the intended speed, acceleration and traction force at the same time; and • simultaneously driving a drive motor, generator and motor of the drive system to drive the vehicle at the intended speed, acceleration and traction.
    [21]
    The primary controller of claim 20, wherein: the speed controller is further configured to determine the intended speed of the vehicle depending on the power of the drive motor and the measured actual speed of the vehicle; and • the traction controller is further configured to determine the intended tractive force of the vehicle based on the measured actual speed and the tractive force of the vehicle.
    [22]
    The primary controller of claim 21, wherein the measured actual speed of the vehicle is measured by measuring the angular speed of the wheels of the vehicle.
    [23]
    The primary controller according to any of claims 20 and 21, which is configured to: • influence the speed of the vehicle at least by influencing the speed of the engine; and • influence the traction of the vehicle at least by influencing the traction of the engine.
    [24]
    The primary controller of any one of claims 20 to 23, wherein said pull force controller is further configured to determine the intended pull force depending on the intended speed.
    [25]
    The primary controller of any one of claims 20 to 24, wherein said externally supplied speed input comprises a desired vehicle speed.
    [26]
    The primary controller of any one of claims 20 to 25, wherein said externally supplied traction input comprises information regarding maximum and minimum tensile forces of the vehicle.
    [27]
    The primary controller of any one of claims 20 to 26, wherein said drive motor is a motor, wherein said primary controller is configured to control the drive motor at least by affecting its speed.
    [28]
    The primary controller of any one of claims 20 to 27, further configured to mitigate effects on speed and traction forces due to power failures on the vehicle.
    [29]
    The primary controller of claim 28, wherein said failures are selected from the group comprising ramps, wind and rolling resistance.
    [30]
    The primary controller of any one of claims 20 to 29, wherein said vehicle is configured to carry a load, said controller configured to reduce the resonance of the load during control of the vehicle subject to said load.
    [31]
    The primary controller of any one of claims 20 to 30, wherein said drive system is an electric drive system.
    [32]
    The primary controller of claim 31, wherein said drive engine is selected from the group consisting of a diesel engine, one or more batteries, and one or more fuel cells.
    [33]
    The primary controller of any one of claims 31 and 32, wherein said generator is an electrical generator.
    [34]
    The primary controller of any one of claims 31 to 33; wherein said motor is an electric motor.
    [35]
    The primary controller of any one of claims 20 to 30, wherein said drive system is a hydraulic drive system.
    [36]
    The primary controller of claim 35, wherein said drive motor is a diesel engine.
    [37]
    The primary controller of any one of claims 35 and 36, wherein said generator is a hydraulic pump.
    [38]
    The primary controller of claim 37, which is configured to control the hydraulic pump at least by affecting its stroke volume.
    [39]
    The primary controller of any one of claims 35 to 38, wherein said motor is a hydraulic motor.
    [40]
    The primary controller of claim 39, which is configured to control the hydraulic motor at least by affecting its stroke volume.
    [41]
    A vehicle comprising a primary controller according to any one of the preceding claims.
    [42]
    The vehicle of any one of claims 20 to 41, which is configured to receive a landing gear from the aircraft.
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    同族专利:
    公开号 | 公开日
    JP2013532090A|2013-08-15|
    IL223251D0|2013-02-03|
    CA2800416A1|2011-12-08|
    IL223251A|2016-12-29|
    CN103025594B|2016-02-03|
    JP5985469B2|2016-09-06|
    EP2576309A1|2013-04-10|
    US20130110336A1|2013-05-02|
    US8825338B2|2014-09-02|
    KR20130103680A|2013-09-24|
    HK1177722A1|2013-08-30|
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    CN103025594A|2013-04-03|
    WO2011151816A1|2011-12-08|
    IL206061D0|2010-11-30|
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    法律状态:
    2018-04-25| MM| Lapsed because of non-payment of the annual fee|Effective date: 20170531 |
    优先权:
    申请号 | 申请日 | 专利标题
    IL20606110|2010-05-30|
    IL206061A|IL206061D0|2010-05-30|2010-05-30|Controller for a hydraulic drive system|
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