J. agric. Engng Res.

(1972) 17,33-63

Automatic Forward Speed Control of Hydrostatic

Transmission Tractors
J. J. RYAN*

An automatic control system to vary the forward speed of a hydrostatic transmission tractor
in response to load changes would allow high rates of work to be achieved. The desirable char-
acteristics in such a system are discussed and a method of achieving them is outlined. The
individual components of the system are analysed and a model for a simulation study derived.
The results of the simulation, incorporating the important non-linear features of the system,
are presented and the influence of the main system parameters on its performance are described.
Results from tests with a forage harvester show that the maximum throughput consistent with
crop conditions can be achieved by a system with the correct parameter values, machine blockage
being obviated automatically. Working rates with a plough can be maintained at a high value
automatically, limited by wheelslip. The effecton system performance of differentconfigurations
of hydraulic servo gain, governor natural frequency and governor sensitivity is illustrated.
The results of tests with position control and draft control in operation on the tractor hydraulic
system in conjunction with the forward speed control system are presented.
The control system is analysed using the state-variable approach. The inherent non-linearity
of the system is discussed and a method of analysis is presented which allows the system
parameters to be chosen rationally. A correlation is shown to exist between the results derived
using the theoretical methods and from a simulation study. The system transfer functions are
derived and their use is discussed.

1. Introduction
In order to make the best possible use of a hydrostatic transmission, and to avail of the power
reserves which would be unusable in a tractor with a geared transmission, the driver must adjust
the forward speed continually to cope with changing conditions. A load-indicating device is
necessary if this task is to be performed with any success, the usual method of estimating engine
load by the sound it produces being inexact. It is only a short step to automating the speed-
control process, it the load has to be measured, so that forward speed is varied in response to
engine loading, with the object of maintaining the power level at the highest value compatible
with crop or soil conditions, engine temperature and wear limits, and the comfort of the driver.

1.2. Requirements of control system

1.2.1.
A control system for use with stepless gears must provide a choice of manual or automatic
operations, to cope with situations where automatic control is not desirable. The process of
changing from manual to automatic control and vice versa should be rapid and simple and not
produce violent changes in tractor speed. The relationship between forward speed and control
lever position should be unambiguous, that is, it should not depend on the conditions prevailing
at the time of the changeover from automatic to hand control.
Operating under automatic control, the forward speed of the tractor-implement system should
be adjusted in response to changes in external conditions, such as implement load, slope of
ground, crop conditions, according to a predetermined characteristic, e.g., so that engine power
remains constant or so that it varies with forward speed according to a definite law. For agri-
cultural tractors, providing the facility for constant power operation is the most important
requirement. Under part-load conditions, it would be desirable to operate with either constant
• Department of Agricultural Engineering, University College. Dublin, Ireland
33
34 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

power and minimum fuel consumption, or at constant forward speed with fixed governor and
transmission settings.
Automatic control should enable the system to follow departures from the desired operating
condition as rapidly as possible, adjusting the transmission ratio to a new value without excessive
fluctuations in forward speed or engine torque and without excessive overshoot of the desired
value. The possibility of sustained oscillations under the most extreme conditions should not
exist. In addition, it should be possible for the driver to pre-select the maximum forward speed
to be reached.
1.2.2.
The different situations to be dealt with by the control system may be summarized as follows:
(a) Operations with p.t.o.-driven machines at full or part load, where the engine speed must
remain as close as possible to the nominal value corresponding to the correct p.t.o.-speed. (b)
Draft operations at maximum allowable sustained engine power, where wheelslip is not a prob-
lem. In this case, the engine speed should also remain constant, since maximum power is devel-
oped over a very narrow speed band. (c) Draft operations at part load, without slip problems.
The engine speed may have any value, provided adequate power is developed. (d) Draft opera-
tions where wheelslip is liable to be excessive.
To be a practical solution, the control system must deal with as many of these situations as
possible, with the minimum of additional equipment.

1.3. Measurement of engine loading

In order to control the forward speed automatically, a measurement related directly to engine
torque or power is required. A convenient method 1 depends on the change in operating speed of
an engine fitted with a simple governor, caused by changes in load torque. At constant governor
setting, the decrease in speed from the no-load condition and the position of the fuel control rack
are proportional to the load torque over the greater part of the load range. Fig. 1 shows the
relationship for an engine fitted with a simple mechanical governor, being non-linear at the high
load conditions but capable of approximation with sufficient accuracy by a straight line.
12,--------------------,
~ II
clO
Q)

~ 9
o
o
} 8
"0
.><
o
7

iQ)
6
~ 5

4 O~-:':IO~2"=O----=30::--c4:'::O,.--::50'::--·6::l:0:-::7"=O----=80::--:90:l=--;I00L..,,-I,Ll0,...-,12~O~13-=-O~I40
Engine torque INm)
Fig. 1. Engine torque and fuel rack position for a typical tractor engine (N=actual engine speed; Nnom=nominal
engine speed i.e. at constant governor setting)

104. Manual and automatic control systems

Stepless transmissions normally require a servo-system to aid the driver in changing the trans-
mission ratio, since large reaction forces are involved (Fig. 2 top). The swash plate position, and
thus the transmission ratio, is related directly to the position of the lever abc. There is "feedback"
of the swashplate position, the lever effectively subtracting the actual swashplate position from
the desired position, and causing the difference to be reduced to zero.
1. 1. RYAN 35

Forward I reverse speed

Fig. 2 (Top). Hydrostatic transmission with servo assisted forward speed setting

(J
k

j
+ - b\'1-r-------1
~

Desired engine speed

a +
-~
Desired engine torque

Fig. 2 (Bottom). Hydrostatic transmission with constant engine power output control system

Under automatic control, the engine would operate with a fixed governor setting in most cases,
and maintaining the engine torque at a constant value is then equivalent to keeping engine power
constant. A control system for this purpose is shown in Fig. 2 (bottom). The position of the fuel-
pump rack h, connected to the centrifugal governor, is proportional to engine torque, at constant
setting of lever jk, which is used to set the nominal engine speed. Lever abc is no longer con-
nected to the transmission pump swashplate. If the engine speed increases, due to changing
36 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

external conditions, the flyweights I move farther apart, causing the rack h to move to the right.
Lever abc then pivots about a, displacing the spool of valve d to the right, allowing the pump
displacement and forward speed to increase. The speed continues to increase until the engine
load returns to its original value. Lever abc has then returned to its original position, preventing
further speed change. Only the tractor forward speed is different from the initial value when the
sequence of events has ended.
By moving end a of lever abc to a new position, towards the right for example, fluid is allowed
to flow to cylinder f, increasing engine loading by changing forward speed. The fuel-rack h moves
to the left until point b occupies its initial position. The tractor forward speed and engine load
torque are both increased in proportion to the initial movement of point a. Lever abc has thus
become the means of selecting the operating torque level of the engine, and the system will control
the load to any selected value between full load and no load. The sense of the control exerted
by lever abc is the same under both hand and automatic control, since a positive movement will
cause a speed increase in both modes. Hand control is restored very simply by reconnecting point
c to the swashplate and disconnecting it from the fuel-rack.
Where wheelslip is excessive and automatic control is employed, the desired torque level could
be reduced automatically whenever slip exceeded a certain value, provided slip could be measured
reliably from a moving tractor. Since that would prove very difficult in practice, the driver would
be expected to reduce the level of desired engine torque to a value suited to the prevailing soil
conditions.
1.5. Practical system
In Fig. 3 is shown diagramatically an arrangement for a hydraulic control system for constant
engine torque which was the basis of a computer study of the dynamics of the complete system,

iesired
engine
speed k w

Fig. 3. Practicalautomaticforward speedcontrolsystem

and which was also manufactured and tested under field conditions. This scheme is equivalent
to that of Fig. 2 (bottom). The central element of the circuit is a control valve which consists of a
central spool, c, connected to the governor output or fuel rack, a fixed housing e and an inner
sliding member d. The valve is supplied with pressurized fluid from pump a. Under equilibrium
conditions, the spool is in the central position, preventing fluid flow. If the engine speed increases
due to a decrease in load, the fuel rack moves to the right, allowing fluid to flow to cylinder f,
which controls the transmission ratio setting. The forward speed is increased so that the engine
load is restored. The value of engine torque may be selected by moving member d to the required
position. This causes the fuel rack to move by the same amount, altering engine speed and load in
the process.
A block diagram representation of this system is shown in Fig. 4, the dotted line connecting
'Swashplate Setting' to 'Transmission' being necessary to show their interdependence and
reflecting the basic non-linearity of the system.
J. 1. RYAN 37

,- ------lFeedbockf---------,
Desired
engine
torque Transmission rotto

r------!R,f-i-----,

Fig. 4. Block diagram representation of automatic forward speed control system

1.6. Analysis of system components

1.6.1. Governor
A simple mechanical governor is shown as part of Fig. 3. The dynamic equation may be
obtained by equating the moment about the flyweight pivots of flyweight centrifugal and inertia
forces to the moment of the fuel rack spring, friction and inertia forces, leading to the equation

m 2x +ci-k(y-x)= [ m1N2(r+-aSinO)aCos()-m1a 2(}..] bCos()

1 ... (1)

where m 1 = flyweight mass

m 2=equivalent mass of fuel rack
k =spring constant
c =damping coefficient
Assuming x=O for O~O and sufficiently small, so that Sin()== ~x =(), then Eqn (1) may be written

(m 1::+m2) x+ci+ (k---m 1::N2)x=ky-m1:N2 ... (2)

It is inappropriate to linearize the N2 term for tractor engines, since the operating speed range
is large and errors are introduced.
Eqn (2) reduces to
x + -2(i +x=--=K
-,2 ... (3)
w W 1v-K2N2
•
n n

kb" m.arb
where Kl-~ kb 2 -m1a2N2 and K2= kb2 -m1a 2N2

and ( is the damping ratio. The steady state performance of the governor, from which the droop
is determined, is therefore
.,,(4)
Since the governor is connected to the fuel pump rack or other fuel delivery control, Eqns (I)
to (4) apply over a limited range only, from zero to some maximum value, since negative fuel is
impossible and the delivery of the pump is limited. There is a saturation effect in the system,
therefore.
38 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

1.6.2. Engine
The engine power output is given by P=kaQFN111=k4TN ...(5)
where P =indicated power output
k a, «, =constants to account for units etc.
Q =fuel heat value
F =quantity of fuel injected/radian of crankshaft rotation
N =engine rotational speed (r/s)
111 =engine indicated thermal efficiency
T =engine indicated torque
Therefore T=ksF, assuming the thermal efficiency to be constant over the range of speed and
power output dealt with. Since the fuel delivery can be taken as proportional to fuel rack position,
the equation can be reduced to T=Kax ...(6)
where k s and K a are constants. Eqn (6) is the theoretical justification for taking fuel rack position
as the controlling quantity in the system.
The dynamic equation of the engine is found by equating the gross torque to the load torques
due to draft and p.t.o.-machines as well as their inertia torques combined with that of the engine.
The equation is
... (7)
where F d =draft force
D w =wheel diameter
T p =p.t.o. torque
J =combined inertia of engine and p.t.o.-machine
M =tractor mass
Tf =friction torque
R =transmission ratio (R>l)
Rf =fixed gearing ratio between engine and p.t.o.

1.6.3. Transmission
The equation describing the performance of a hydrostatic transmission with a variable stroke
pump and fixed stroke motor is .
S ) VP
s,»,
( Smax =Nmvm+Jf+(Lm+Lp)P ... (8)
where N =rotational speed
v =displaced volume/unit of rotation
S =swashplate position
B =modulus of compressibility of hydraulic fluid
V =trapped fluid volume in delivery pipe
L =leakage coefficient
P =fluid pressure
Subscripts p=pump, m=motor, max--maximum
The compressibility term generates high-frequency fluid oscillations in the transmission, but these
have no effect on the forward speed control system and can be ignored in the analysis, so that the
transmission output speed is
N m= [Npv p( S~aJ-(Lm+Lp)P] tv; ... (9)
The tractor forward speed is given by Vf = N ~w_ where K s is the final drive fixed reduction
ratio. The draft force is Fd=KoVf , where Ko may be a constant or itself a function of forward
1. 1. RYAN 39

speed. In the same way, the p.t.o. torque is T p = C + K4Vf where the constants, C,K4 are functions
of forward speed and engine speed.
1.6.4. Hydraulic servo
The flow through the valve (Fig. 3) can be equated to the inflow to the cylinder, accounting for
leakage and compressibility, by .
v,r,
c"A,,(z-x) J(Ps- 2-P- =Acw+B+LcP
c)
c
•
... (10)

where c, =valve flow coefficient

Av =valve flow area/unit spool displacement
Pc, P, =cylinder, supply pressure respectively
Ac =cylinder cross sectional area
Vc =trapped oil volume in cylinder and pipework
L, =Ieakage coefficient
Eqn (10) can be simplified by assuming the cylinder pressure to be small and ignoring com-
pressibility and leakage effects so that

W= c"AI'JP<J
A
c
2" (z-x)dt, i.e. W= K
A
7

c
J(z-x)dt ... (11)

for constant supply pressure. The relationship between the swashplate actuating piston position
..
an d t h e transmission . R can b e represente d b y R= NN K
ratio
pK5 h
were K s may b e constant or a
function of w. m s- W

1.7. Simulation of control system

1.7.1.
The set of equations already derived was used as the basis of a simulation study of the complete
forward speed control system, so that the significance of the different parameters could be studied.
Due to the non-linearities involved, a digital computer proved more appropriate, after initial
studies using an analog machine had been completed. The digital simulation was carried out
using the Continuous System Modeling Program", which is essentially a problem-oriented
computer language into which logical statements in Fortran can be incorporated. The output was
available as tabulated or print-plotted data. The block diagram representation of the system in a
form suitable for conversion to a CSMP program is shown in Fig. 5, and a typical program in
Fig. 6.

i-
Fig. 5. CSMP flow diagram for automatic forward speed control system
40 A UTOMA TIC FORWARD SPEED CONTROL OF TRACTORS

TITLE HYDROSTATIC TRA~SMISSION WlfH AUTOMATIC SPEED CG~fROL

*INITIAL
METHOD RKSFX
PARAMETER OMEGAN=5.0,ZETA=l.O,K3=15.0,J=I.40
PARAMETER XI=5.0,XMAX=20.0,YI=11.0,NI=1700.0,DROUP=80.0,N2=2COO.J
PARAMETER MASS=2360.0,KP=6.5,KM=IR.5,DW=I.39,K5=23.2,K6=50CO.C
PARM1ETER K7=20.0,K8=0.1 ,ARt:P=12.'5,TORQUE=150.0
I NCON Y= 11.0
* UNITS FOR INPUr PARAMEfERS- - -
* DMEGAN=GOVERNOR NATURAL FRE~UENCY, CIS, ZETA =DAMPING FACTOR,
* N=ENGINE SPEED REV/MIN, YI=INITIAL GOVERNOR" SPRING DEFLECTION, MM
* KI=A CONSTANT, K2= A CONSTANT
OMEGAl=OMEGAN*o.28
DMEGA2=OMEbAl*GMEGAI
FACTOR=6.2832/bU.U
NIR=Nl*FACTOR
N2R·=N2*fAC TOR
N3R=INi-DROOPI*FACTOR
K7= IXMAX-X III I:HR*:HR-fHR*:HR I
Kl=IXl+K2*NIR*NIRI/YI
X2=Xl*N2INI
Y2=(X2+K2*~2K*N2RI/KI
DY=YL-Yl
K4=Xl*K31NIR
XIN=TORQUE/K3
NI=INIR*NIR-(XIN-Xll/Kll**O.5
NETTOM=TORQUE-K4*NI
RATIO=10.9*oW*OW*NI*K6/NETTORI**O.5
TRANS=KM*K5/IRATIO*KP)
RAM=TRMIS/K8
*OYNAMIC
OTORK=STEPI6.0UE-021
DESTOR=TORQUE+100.O*OTURK
OESX=OESTOR/KJ
X=INTGRL(XIN,XOOTI
XDOT=INTGRLIO.O,X20JTI
X200T=QMEGA2*(Kl*Y-K2*NE*NE-X-2.0*ZETA*XOOT/UMf~Al)
RACK=LIMITIO.0,2C.O,XI
TORK=K3*RACK-K4*NE-PULL*OW/(2.C*RATIOI
ACCEL=TORK/IJ+MASS*(OW/12.0*RATIOII**2.0l
NE=INTGRLINI,ACCELI
N=NE/FACTOR
SPEEO=3.6*UW*NE/12.0*RATIOI
PULl=SPEEO*K6
ERROR=l.JESX-X
FLOwRT=ERROR*K'
RATE=FLOWRT/AREP
PISTON=INTGRL(~AM,RATEI
fRANS=PISTON*Ktl
RATIO=KM*K5/ITRANS*KP)
PRINT X,KACK,N,SPEEO,TRANS,TORK,fLOWRT
PRTPLT X,RACK,N,SPEED
TIMER OELT=1.COE-03,FINTIM=~.OOEOO,OUTOEL=5.00E-02
OJ()
PARAMETER K7=5.0
END
PARAMETER K7=10.0
ENO
PARAMETER K7=30.0
END
PARAMETER K7=40.0
END
STOP
Fig. 6. CSMP program for automatic forward speed control system
1. 1. RYA N 41

1.7.2.
The effect of varying the hydraulic servo system gain, i.e., varying K 7/Ac of Eqn (II ) is illus-
trated by Fig. 7. The response of the simulated system to a step-change in desired engine torque
from 50 to 83·3 %of full load is shown, for K 7 =5, 10,20,30 cm3/sec/mm . At relatively low values
of K 7 , the response is overdamped and slow, curves d. As K 7 is increased, the respon se changes in
character. unt il, at K7 = 30, the oscillation s die out very slowly. curves a.

50

4 5
-:c
<,
E
~ 40
.....
".

35

30

16 80

c
~ 16 60
:>
~

164 0

1620 F-_-I...-. _ - - - l_ _...l..-_--'-_ _L.-_ ....l-_ ---l_ _ -'--_--'-_---i

18

16

E
E 14

12

Time (s ec)

Fig . 7. Effec t of hydraulic servo gain on system response to step change in engine desired torque fro m 50 to 83'3 %full
load

The same tendency is evident when the operating torque level is raised, so that the step in
desired torque is from 61·66 to 95 %of full load (Fig. 8). In this case, the limitation on fuel rack
movement causes a deterioration in system performance so that it becomes unstable at K 7 = 25.
It would be an advantage , therefo re, to have the governor output movement arranged so that it is
not limited by the maximum fuel stop, so that higher response rates could be achieved.
42 AUTOMATIC FORWARD SPE ED CONTROL OF TRAC TORS

7i------------------------,

18 00

~ 1700
c
E
<,
~ 1600

14~8

15
E
E
10
'<

0
0 2 5
T ime (sec)

Fig. 8. System response to step change in engine desired torque level fro m 61·66 to 95 %full load at f our values of
hydraulic servo gain (K. =10, 15, 20, 25 for curves a, b, c, d, respectively)

1.7.3.
The influence of engine enertia was investigated by holding all other parameters constant
(K7 = 20) and varying J. The results for J =1'5 and 2·0 kg.m- are shown in Fig. 9. The system
response becomes more oscillatory as J is increased. It is obvious that the value of K 7 should
match the particular engine inertia, and they cannot be considered in isolation during design.
This fact also emerged from a system analysis.

1.7.4.
The governor natural frequency should be sufficientlyhigh that no time lag of any significance
is introduced. Fig. 10 shows the system response to a step change in desired engine operating
torque, as before, for values of governor natural frequency of 5 and 20 cycles/sec, with K 7 = 20,
J= 1-4, the governor natural frequency being assumed constant for simplicity. For the lower
value of natural frequency, the system rise time to within 5 % of the final value of fuel rack
position was 0·8 sec, with a marked oscillation. For the higher natural frequency, the response
was damped but had a rapid rise time of 0'4 sec. Provided the governor frequency is sufficiently
high, it was found that increasing it still further offered no advantage to the system.

1.7.5.
The relationship between forward speed and draft force was assumed linear in the preceding
sections, with K 6 = 5000 N/(km/h). The effect of altering this load/speed relationship is illustrated
1. 1. R YAN 43

55

50
'2
<,
E
-'" 45
....
::,.

40

35
1680

1660
c
~>
.,
.:: 1640
~

1620

1600
20

18
E
E
16
"
14

4 5
Time (sec)

Fig. 9. System response to step change ill engine desired torque with inertia values of 1'5 and 2·0 kg m 2 (curves a
and b respectively)

by Fig. 11, for values of K 6 of 2000, 4000, 6000 N/(km/h) , the input to the system being a
step change in desired engine torque level, as before. The oscillatory nature of the responses
increases with K 6 , and the initial values and final values of engine speed and fuel rack position are
the same for the three values of K 6 , the forward speeds being different. The system proved un-
stable for K 6=8000 (not shown). The severest situation is therefore one where small changes in
forward speed cause large changes in draft force. It would be difficult to evaluate this type of
control system using the normal brake-wagon and test trac k, since the load /speed relationship s of
such devices are much higher than the system would encounter in the field.

1.7.6.
The influence of governor sensitivity, controlled by K 2 of Eqn (4), is shown in Fig. / 2. Th is
shows the system respons e to the same step change in the desired operating torque, at four values
of governor droop between no load and full load conditions. The values were 80, 120, 160,
200 rev/min, the more sensitive governor corresponding to the lower values of droop. The
sensitive governor gives a more stable response in all cases, allowing a higher hydraulic servo gain
and an improved overall response rate . High values of droop imply greater variation in engine
speed, which is also undesirable .
44 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

5·5

50
:c:
<,
E
6
....
::.
45

40

35
1660

c
~ 1640
>
~
<:
1620

1600

20

18
E
E
'< 16

14

2 3 4 5
Time (sec)

Fig. 10. System response to step change in engine desired torque with governor naturalfrequency of 5 and 20 cycles/sec
(curves a and b respectively)

1.7.7.
A step change in tractor load was simulated by making the model switch from one load/speed
characteristic to another. The result of a step load change, when the system was operating a 90 %
full load, is shown in Fig. 13, the step being generated by changing K6 from 2500 to 4000 N/
(km/h) after 0·1 sec. The engine speed and fuel rack are disturbed from their initial values, but
return to them after the transient has disappeared, while the forward speed has a new value,
corresponding to the greater value of K6 •

1.7.8.
The facility of the digital computer for generating random number sequences was availed of, to
simulate the system response to random load conditions. The type of result obtained is shown in
Fig. 14, which shows the system response to a step change in desired engine operating torque
under random loading conditions, standard deviation being 2,0, with K 7=20, J= 1,4, droop=
80 rev/min. The nature of the step change is masked by the random component of load, but is
still recognizable. The fuel rack and engine speed never settle, but exhibit a continual small
oscillation.
1. 1. RYAN 45

85,---------------------------,
80 /" -'/'------
/ c
/
70 /
/ /-~/---....,.---r------------------

/ / b
-:c
<, 60 I
E I
"'","-
" I
I

50

/
a

30 1-_--'---_---'-_ _.1--_--'--_---'_ _--'---_---'-_ _.1....-_--'--_---1

Fig. 11. System response to step change in engine desired torque with three values of load/speed relationship

1.7.9.
Fig. 15 shows the sequence of events when the value of desired engine speed is changed. A very
severe reaction from the system is evident, and thought must be given to avoiding this type of
input in the real system, through an interconnection between the engine desired speed and desired
torque controls.
2. Field test results
The experimental program was designed to obtain test results in the field for both a rotary-
shaft machine and a draft-type implement, since these present different situations to the control
system. A flail forage harvester with a 42 in width of cut was used as representative of the first
46 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

~
<,
E
=. 55
"'....

45
1700

1650 "\,
\,
.\ ,-
C \ I ' ........... . , - - ...... _ _ - - -----------.!?--- _
:€ '\\. ... '"
! 1600
~
'\\\....... I·-·'·_·-·-·-·-·-------~------l
b

\
1550 " ///-" .... _ - - - - - - - - c _
'- d
1500

20

18
E
..s 16
'"
14

2 :; 4 5
Time (sec)

Fig. 12. System response to step change in engine desired torque for four values ofgovernor speed droop

class of machine, and a plough for the second. The importance of being able to control certain
parameters, such as hydraulic servo gain, was known from the simulation studies, and provision
was made on the test tractor to enable this to be done. The governor natural frequency and
droop were also known to be of major significance, and it was decided to make these quantities
variable by designing a special-purpose centrifugal governor to replace the existing pneumatic
unit on the tractor. The pneumatic governor was replaced during the final tests, as it corres-
ponded to a high sensitivity, low droop device, which would be suitable for use with the control
system as designed.

2.1. Forage harvester tests

2.1.1.
The governor sensitivity was varied during the harvester tests over the range 0'58(10-3) to
1'39(10-3) mm/(r/s)2, the sensitivity being the factor K 2 of Eqn (4). The hydraulic servo gain was
maintained at 6·8 mm/sec/mm, corresponding to K 7/A c of Eqn (11). When the limit of governor
performance had been reached, the hydraulic servo gain was increased in stages up to 10·6 mm/
1. 1. RYAN 47

1800 r------------------~

20

15
E
E
'<
10

5
7

6
-:;;:
<,
E
.x: 5

"'....
4

"7
-0
o 2 3 4
Time (sec)

Fig. /3. System response to step change in external load

sec/mm. This approach was used in order to identify a set of system parameters which would
ensure adequate response to step inputs, without causing driver discomfort through too rapid
accelerations.

2.1.2.
Fig. 16 shows the sequence of events (for K2=O'58(1O-3), K 7/A c=6·8) when the system was
under hand control until 5·3 sec had elapsed and was then brought into automatic operation by
closing valve v of Fig. 2b (with this valve open, the transmission actuating cylinder was bypassed
and the system could be controlled by hand.) After a slight oscillation as the system assumed an
equilibrium position, a step change in desired engine torque was applied, at t= I I sec, from a high
to a low value. The forward speed was reduced from 3·6 to 1·0 km/h as a result, the harvester
load and throughput being similarly reduced. After 28 sec elapsed time, the desired engine
torque setting was increased, the system assuming a new operating position after 5·5 sec, as
before. As the system proceeded under automatic control, the forward speed continued to be
varied to offset changes in harvester mean torque and in the slope of the ground. The system
configuration here corresponded to a high droop, low servo gain system giving a sluggish but
very stable response.
48 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

30

'"0
><

z 20
u
.,
.E
-0
0
10

0
85

:c
<, 75
E
-'"

..
.,
-0

c.
(f)
65

55

45
~ 1680
E
<,

~
.
>

., 1660
.,
C.
<Il

~1640
'0.
c
w
1620
20
18
E
E
c 16
!?
"in 14
0
c.
-'"
o 12
~
Qi
~
10
u,

8
0 2 3 4 5

Fig, 14. System response to step change in engine desired torque under random load conditions

2.1.3.
The response of the system with governor sensitivity increased to O'87(1O-3)mmj(rjs)2 is illus-
trated by Fig. 17. After an initial transient, due to increasing the desired fuel-rack position to
1·6 mm, the system inputs were not altered, and variations are due only to load changes. The
close relationship between fuel rack position and engine speed is clear, the time lag introduced by
the governor being small in this case, as its natural frequency was sufficiently high. The fuel rack
position also reflects the harvester torque variation very closely, ignoring the high frequency
component due to the impact of individual flails and driveline imperfections. The fuel rack
position is seen to be adequate as a measure of dynamic load variations, having already been
shown to be satisfactory in the steady state.
1. 1. RYAN 49

1640,-----:;;=:::----------------,
C 1600
~ 1560
>
.! 1520
~ 1480
14401'---------------------1
20

18

E
E
16

14

2 4 6 8 10 12 14 16
Time (sec)

Fig. 15. System response to step change in engine desired speed setting

12,--------------------------,
E 10
.E. 8
c
~ 6
a::
4

2
(b)

c
~
! 1800

:: 1700
Q.

: 1600
s:
0.
.::; 1500 100 ~

35 40

Fig. 16. Transition of real system from hand to automatic control

2.1.4.
A further improvement in the system performance was evident when the maximum governor
sensitivity of }'39(10-3) mmj(rjsp was used. Fig. 18 shows the response to successive overloads
of the harvester, caused by excessive feed rate of the crop into the machine. The blockage started
at 1=4 sec, causing a drop in engine speed, an increase in fuel supply and a reduction of forward
speed. The load torque was thereby reduced and the system tended towards its original situation,
50 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

10
E 8
E (d)
6
c
s :c
<,
£ 4 E
.><
~ 2 4 "0
'"'"c.
3 '"
"E
(bl 0
2 ~

~
:a

.><
u
15 ~
I
Qj
~
10~

Fig. 17. Response of system to varying crop conditions

10 0
E
z 80
'"<T
::l
60 c:
~ E
170 0 ~
!
"0
1600
'"
'"
~
1500
c
"0.
'"
30 c
1400 UJ
:§
E
E 2"5
..><
o
~ 2"0
I
Qj
::l
u,
1"5
~

8
.5
c
:c
<, 6
0
u;
E 0::
~ 4
'~.".
"0
~
2
"E
0
~

~
:3 I
0 5 15 20 25 30
Time (sec )
Fig. 18. Response ofsystem to rapid load build-up
1. J. RYAN 51

the speed starting to rise again. A second, less severe overload occurred at (=7·5 sec, after which
the system settled down to the normal type of small disturbance. The response rate of the
system was unsatisfactory, however, the peaks in the forward speed trace lagging the fuel rack
peaks by about 2 sec. Complete blockage of the harvester was still liable to occur.

2.1.5.
Since no further improvements could be obtained from the governor as designed, the hydraulic
servo gain was increased in stages, with gradually improving quality of performance, up to a value
of 10·6 mm/sec/mm, the governor sensitivity being unchanged. Fig. 19 illustrates the type of
response obtained with this system configuration.

14
E 12
$ (d)
c:
0
10 :c
-,
1;; E
a:: 8 6 ~
:3 6 5 "Q)
Q)
0-
4 4 '"
"E0
_ 25 3'
3
E &
5 2 ~
~ 20
~
I
0; C
"
u, 15 E
1700 ::
~ ~
1600 :;;
<If
<If
1500 0-

E 80
'"
Q)

~ 1400 .~
Q) c
w
@- 60
~ :3
Q; 40
- 0 5 10 15 20 25 30 35 40 45 50
Time (sec)

Fig. 19. System behaviour at conditions leading to high forward speeds

After the transition from hand to automatic control at (=2·5 sec, a rise time of 3 sec to an
equilibrium condition was achieved. A further increase of desired engine operating torque was
then applied at (= 7 sec, forward speed then increasing until the maximum value of 6·1 km/h was
reached. It was impossible to load the engine up to the selected value under the prevailing crop
conditions. The nominal fuel rack position was decreased to 1·4 mm at (=24 sec, the resulting
transient being considerably distorted by an increase in harvester throughput and torque which
started about the same time.

2.1.6.
The performance of the present system under random loading conditions, at constant setting of
all controls, is shown in Fig. 20. The engine load was maintained near its nominal value of
1600 rev/min and load changes were quickly countered by the appropriate change in forward
speed. When the crop became lighter, after 34 sec, the forward speed reached the predetermined
maximum value.
A severe test of the system response is shown in Fig. 21. The harvester was operating initially
on ground which had already been cleared, and was travelling at maximum forward speed. The
machine was then driven into a dense section of the crop, the load torque building up rapidly
from (=2 to (=4 sec. Any tendency for the machine to block up was overcome by a rapid
52 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

100
E
z
80
'cr"
:l
c
0 E
f-

a; 1700 ]
-o
1600 '"
~
E 1500 1!
.5 '0
t:
~ 1400 ::'
e
I 14
o
-
a;
:l
u, E
E
~

30 35 40 45

Fig. 20. System response to random load changes with fixed setting of all system inputs

120r------------------------,

E 100
30 z
'f"r 80
E 25
(§
-S 3 60
-e
40 '"
1600 '"~
1500 '"
.§.
c:
14
1400 :::
12 .3
10
E 10 ~
-,
-S 6
.§
c 8
~ 6
5 u
<l:
4 ''""
fi}
-o 4
u
3 (;
2 ;t
2 0
LJ...

1 :0
o 5 10 15 20 25 30 35 50
Time (sec)

Fig. 21. Response of system at maximum harvesting rate

reduction in forward speed. The system responded adequately to all conditions encountered,
including the succession of overloads shown. Incipient blockages of the machine were sensed
and obviated before they became serious, and the driver did not have to dismount at any stage to
clear the machine. A sustained overload, from t=34 to 39 sec, caused the system to slow to
1·1 km/h, so that the machine could clear itself, before speed was increased again. It proved
impossible to cause a blockage of the harvester with this particular control system configuration,
which can be regarded as giving an acceptable quality of performace. The forward speed was
maintained as high as was physically possible without overloading the machine.
J. J. RYAN 53

2.1.7.
The sequence of events after a step reduction in the value of desired engine speed, applied at
t=21'5 sec, is shown in Fig. 22. The large fluctuations in engine speed, forward speed and fuel
rack position are in line with the results of the simulation. The actuator piston overshot the zero
position but, due to the existence of a dead zone in the linkage, the system did not go into reverse.
It is evident from the operation of the system that it must not be allowed to go into reverse at any
stage, since it would be then in an unstable mode and would reach maximum speed in reverse very
rapidly unless the driver intervened. At t=40 sec, a step increase in desired engine speed was
applied, an equally violent response being evoked.

""o 15
~ E 1800
-'- EIO
~-
u,
u 05
1600 C'
:c
<, 0 E
~ 5 1500 ~
"0 4 !
''5""} 1400 -g

"E
3 '"
0.

~ 2
1300 '"
'C>s:"
~ I
1200 c:
w
E 12
1100 :9
10
E
E 8
c
~ 6_--.
0: 4
2
o
o 5 10 15 20 25 30 35 40 45
Time (sec)

Fig. 22. System response to a step change in desired engine speed setting

2.2. Plough tests

2.1.1.
Ploughing tests were carried out using a fully-mounted, multi-purpose plough body with either
two or three bodies attached to the frame. The governor sensitivity and hydraulic servo gain were
varied, and the effect of using the existing draft control system in conjunction with the forward
speed control system was examined. Finally, the centrifugal governor was replaced by the
original pneumatic unit and further tests were carried out.
Fig. 23 was recorded for the system with a governor sensitivity of 0'58(10-3) mm/(r/s)2 and a
hydraulic servo gain of 7·5 mm/sec/mm, using a two-furrow plough and position control. After
16 sec under automatic control, a step upwards in desired engine torque was applied. The trans-
mission actuating piston displacement and rear wheel speed increased at a rapid rate, but the true
forward speed rose more slowly. The fuel rack overshot the desired position of 2·2 mm after
1·5 sec from the application of the step input. The changes in forward speed caused alterations in
the soil flow pattern on the plough bodies and it normally took several seconds for the new
equilibrium to be reached, so that the system tended to overshoot and thereby cause further draft
force variation.
54 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

E 10
.5 8
c:
0
OJ 6
a::
4
~
2
~
~ 1800
~ 1700
0.
on
!! 1600
C>
~ 1500
S
15 ~
e! 15
:l
on
~ z
0.",5·0
c: E
='"
.~ E25 ~
.E
E~
~~
0
e
0
~
6 -
Fig. 23. System response to step change in desired engine torque with two-furrow plough

2.2.2.
The governor gain was changed to 1'1(10-3) mm/(r/s)2 and the servo gain to 2·7 mm/sec/mm for
the test shown in Fig. 24, which shows the system response to a rapid load change, brought about
by lifting the plough almost out of the soil at t=8'5 sec, then lowering it again at t= 14·5 sec.
The system managed to cope with this type of situation, even though the response was sluggish due
to the low value of servo gain (Fig. 25).

:c
E <,

.§. 12 7 !
6
5
.c '"
'" N
4 '< E
(; E
3 ~75 ~
&!
0> 50 ~
- :l
2·5 Zl
.:: 10 e!
e
o
.0 11.
30 6
~ 5
E
:? 0 25.5
{ 1800
.,.
o
~ 1700 20 .t
'" '"
:l
~ 1600
u,
15 ~
.~ 1500
w
:g
10 15 20

Fig. 24. Transition from medium to high engine power operation

J. J. RYAN 55

25

20

s:
~ 15 E

~
1800 ~
1700 -
1 -g
E 1600 ~
100.... ..
2 ..
25 75 f 1500 .~
E
E a .
50 :I:"
~

25 c..
c:
--
w
c
:; 20
u 5
,
~

'" \5
"
u,

E
10 E

a 5 15 20
Time (sec)

Fig. 25. System response to rapidly changing load and draft force

2.2.3.
The significance of low governor gain and natural frequency is illustrated by Fig. 26, which
shows the system performance with a governor natural frequency of 5·0 cycles/sec, sensitivity
1'39(10-3) mm/(r/s)2, servo gain of 2·7 mm/sec/mm. Sustained oscillations occurred in the
system after changing from hand to automatic control, at t= 13·5 sec. An appreciable time lag
existed between the peaks of the engine speed and fuel rack traces. Since the draft force is non-
cyclic, and all other parameters on the trace are, the oscillations were generated by system
instability, due to low overall gain in the system and to a low governor natural frequency. Stab-
ility was restored to the system by increasing servo gain to 5·2 mm/sec/mm.

2.2.4.
An extract from a test run at maximum engine power output, at a relatively fast forward speed,
using a three-furrow plough and position control, is shown in Fig. 27. Up to t=22 sec, the engine
was maintained at a very high average loading, the fuelling rate being at the maximum value for
most of the period, any deviations being quickly corrected. After this time, a step change down-
wards in desired engine operating torque was applied, giving a nominal value of 2·2 mm. The
system regulated at this level for the remainder of the test period shown. The hydraulic servo gain
for this test run was 5·2 mm/sec/rnm, the governor adjustment being unaltered.

2.2.5.
A typical result for the system when the tractor draft control system was also in operation is
given in Fig. 28, governor sensitivity being 1'1(10-3 ) mm/(r/s)2 and servo gain 7·5 mm/sec/mm.
56 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

~
15 u
e
I
0;
10 ~
z 3
~

e
Cl

c:
2-
£! 41---------.
;S 2 F - - - - - : - -.......
'E ~ 3
~! 2
&"
e~ OIl
I L.L.JL..L..l..l..J..1..LL.LL.LL..LI..l..J..1..LL.LLLJU,,-1..l..J...L,LL.L.1-l::l:-'-'-..LL:'::LLl..JU::-I...L.I.~.
0 5 10 15 20 25 30 35 40 45 50
Time (sec)

Fig. 26. Sustained oscillations on transition from hand to automatic control

5 10 15 20 25
Time (sec)

Fig. 27. System performance at maximum engine load conditions

The improvement in overall performance quality was very marked. The large fluctuations in
draft force were eliminated, as would be expected, and the engine speed and load together with
fuel rack position remained within close limits of their nominal values. No coupling or inter-
action between the forward speed control system and the draft control system was found in this
case, the test being carried out at constant input settings.
Employing draft control is equivalent to operating with a flat load/speed characteristic, since
the draft force is then independent of forward speed. The result obtained when draft control was
engaged confirm the conclusions of the simulation on this point, which indicated that this type of
load/speed relationship gives the most stable response. The only case of difficulty which might be
1. 1. RYAN 57

25 .

o
'"
cr
0' 0 10 15 20 25 30 35 40 45
Time (sec)

Fig. 28. System performance when tractor draft control system is in operation

encountered with this configuration would arise if the response rate of the draft control system
were too slow in comparison with the forward speed control system. It is necessary to have a fast
acting draft control system, so that variations can be eliminated before the forward speed control
system reacts to them. The forward speed system would then respond to ground undulations
mainly, the engine load due to the constant draft force changing as the transmission ratio reached
a new value.

2.2.6.
The pneumatic governor sensitivity 0[7'0(10-3) mm/(r/s)2 was considerably higher than that of
the centrifugal unit, the result shown in Fig. 29 being typical of those obtained. A three-furrow
plough and position control were used, with a servo gain of 10·7 mmrsecjmm. Two upward steps

12 --- ---.- .------------------.

EE 10

c 8 (d)
~
0: 6·

.~ '1
",.c

~~ 3
0:0
u, '" 2
£iii
-.- In I
"g
£~
1800
g'! 1700
Wu
2~ 1600
15 ""u
'" eI
125 10 "
:J
u,
100
~
75
50
o 5 10 15 20 25 30 35 40 45
Time (sec)

Fig. 29. System response to step changes in desired engine torque with pneumatic governor
58 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

in desired engine operating torque level were applied, at t=3 and t=27 sec. The subsequent
transitions of the system exhibited no tendency to instability. Since the governor droop was low,
the engine speed variation was small and a high power output could be achieved by maintaining
the engine speed at a high level. Whether the increased engine power appeared at the implement
as useful work was determined by the soil conditions. It was relatively easy to sense, from the
driving position, the stage at which further increases in engine operating power brought little
increase in forward speed. The driver would thus tend naturally to limit the maximum value of
engine power so as to maintain slip within reasonable limits.

3. Theoretical analysis of system

3.1. System equations
The equations describing the behaviour of the individual elements of the forward speed control
system have already been derived, and may be re-written as follows:

From Eqn (3), ... (12)

From Eqn (7)

... (13)

where draft force,

From Eqn (11) ... (14)

where K, is the ratio inherent in the hydrostatic transmission at full displacement and where a
direct relationship between actuator piston position and pump output is assumed, i.e. k s = 1.

From Eqns (II) and (14), ... (15)

3.2. State variables

To examine the system for stability, four new variables, the state variables, are defined:
X1=X; X2=X; xa=N; x 4=r. The following set of equations can then be derived:
... (6)

... (17)

...(18)

... (19)
1. 1. RYAN 59

The system equations are obviously non-linear as written, Eqns (16) to (19), since they contain
powers and products of the state variables. Two approaches are therefore possible. First, an
attempt could be made to treat the system explicitly as non-linear, deriving solutions to the
equations and criteria for stability using existing non-linear control theory. A preliminary
attempt along these lines indicated that solutions could not be derived using available theoretical
methods 3, 4, 5, 6. Instead, the second method was adopted, which involved deriving the
perturbation equations for the system, which were regarded as linear for small displacements in
the immediate neighbourhood of an equilibrium point. The magnitude of the displacement can
be as small as desired, approaching zero in the limit, so that accuracy can be maintained.

3.3. Derivation of the A-matrix

The linearized system has the form x=Al5x+Bl5u, where A is the system matrix, B the distri-
bution matrix, and I5x, l5u represent the deviations from the reference vectors x and u, which
correspond to the state variables and the system inputs, respectively. The system matrix is derived
by differentiating the sight hand side of each of the Eqns (16) to (19) in turn, with respect to
each of the state variables, and is

~, 1
I
s;
o
o
where Oh/oxz
ofz/ox1
ofz/oxz
ofz/ox3

E7 = of4/oxI = ~. KrK7/KsA c

all other partial derivatives and terms of the A-matrix being zero. All the quantities in the
A-matrix are now regarded as constants over the region of interest, the system being considered
linear.
It is a well-known property of the A-matrix that the stability of the system depends entirely on
the roots of the equation det(sI-A)=O, where s is the Laplace variable and I the unit matrix.
Det(sI- A) is the determinant of the matrix
--I
s-Ez
o
o
60 AUTOMA TIC FORWARD SPEED CONTROL OF TRACTORS

The determinant of this matrix is easily expanded in the usual way to yield the characteristic
equation for the system,
... (20)
The equation contains all the terms E1 to E 7 , as would be expected, and its roots are the "eigen-
values" of the matrix (sI- A). These roots are easily found for any set of parameters, that is, for
known values of the terms E1 to E 7 • It is thus possible to determine if the system has roots with
positive real parts, indicating that it is unstable.

3.4. Routh array

3.4.1.
To determine whether any general rules may be deduced so that a stable configuration can be
arrived at in a rational way, the characteristic polynomial already derived is used in the formation
of the Routh array for the system. The polynomial is expressed for convenience as S4_ S3(F1)+
s2(F2)+s(F3)-F4, which is equivalent to the right hand side of Eqn (20), the array being formed
in the usual way 2. 3. 4 to give:
S4 F2 -F4

S3 -F1 F3 0

F3
S2 F2+ F 0 0
1

F12F4
SI F- 0 0
3 F1F2+F3

SO -F4 0 0
For stability (asymptotic), all entries in the first column of the array should be positive and only
one non-zero element may be present in the SI and SO rows. The latter part of the condition is
satisfied in the array derived, while an appropriate choice of parameters is necessary to ensure
that all first column elements are positive.

3.4.2.
The conditions for stability can be investigated further by closer examination of the first
column elements of the Routh array:
(a) -F1>0 i.e., E 2+E5<0
The individual components of these terms, given above, are all positive, both terms being
negative for all real situations. The conditions are always satisfied in a real system, therefore, and
is of no assistance in defining the stability boundaries.
. E 1E5-E3E4
(b) F2+F3/F1>0 i.e., (E2E5-E1)+ E >0
2+E5
Since E 2+E5<0, as already discussed, this condition reduces to E22E5+E2E52_EIE2-E3E4<0.
F12F4 . (E2+E5)2 (E3E6E7)
(c) F3- FF +F >0 t.e., E 1E5-E3£4> E 2E +E E 2-E E -E E
12 3 25 25 12 34

(d) -F4>0 i.e., -E3£6E7>0

J. J. RYAN 61

These expressions impose limitations on the values which the system parameters may take and
still form a stable configuration. It is possible to vary the value of one or more parameters in a set
and to determine limiting values for stability, choosing the most restrictive value obtained from
conditions (a) to (d).

3.5. Correlation of theoretical results and simulation

The system modelled in the digital simulation was examined using the criteria derived. By
assigning values to all parameters except the one whose effect was being investigated, a number
of bounding values were found and the most restrictive was taken as the limit for stability.
The limits of governor natural frequency set by the criteria (a) to (d) were calculated, using the
following parameters and derived values of the terms E, to £7:
( =2·0 =-w n 2
£1

K 2 =5'155(10- 6) m/(r/s)2 £2 =-4w n

3 2
x 3 =N=170 rls £3 = -1'753(1O- )w n
3
K 3 =15(10 3) Nm/rn £4 =9'55(10 )

J =1,4 kg.m" £5 =-1,097

3
M =2360 kg £6 = -23'1(10 )

K 4 =0·422 Nm/(r/s) £7 =-2'425

K6 = 18(I0 3 ) N/(m/s)
D w=I'39 m
Vf =5'113 krn/h
X4 = 12'24(10- 3 )

The terms of the characteristic polynomial, F1 to F4 can then be calculated in terms of Wn, and
the inequalities (b) to (d) examined for the limiting value. In the present case, a value of W n =
3·54 cycles/sec was obtained. The simulated system having the same parameter values was found
to be unstable at 2·5 cycles/sec and stable at 5 cycles/sec governor natural frequency.
In the same way, letting the governor natural frequency have a value of 5 cycles/sec, and
solving for the hydraulic servo gain, contained in the term F 4 , gave a value of F 4 = 176( 103) ,
equivalent to a value of K 7 = 36·3. The simulated system was found to be stable for K 7 = 30 and
unstable for K 7 = 40·0. The effect of the saturation in the fuel rack position/fuel delivery relation-
ship is not accounted for in the present theory, and would be expected to cause unstable behaviour
at more restrictive values of the parameters than would be predicted by theory.

3.6. Transfer functions

Attention has been concentrated so far on the stability of the system, which is not dependent on
the nature of the inputs. The transient response to changes in the setting of the controls can be
predicted using the transfer function matrix Xes), derived from the relationship
X(s)=(sf-A)-IB yes) ... (22)
where B is the distribution matrix already referred to, (sI-A)-1 is the inverse of the (sf-A)
matrix, and U is the input vector.
Thus,
U=r 0o Jy 1x=r Jx(s)
IN(s)
1
Jz Jr(s)
62 AUTOMATIC FORWARD SPEED CONTROL OF TRACTORS

By definition, (sI-A)-l = ~:{~;~=~~, and det(sI-A) is known from Eqn (21). Adj(sI-A),
being the transpose of the matrix of cofactors of (sI-A), can be determined using standard
methods. The transfer functions found from Eqn (22) when these steps have been completed are:

OX(s = s(s- Es)K1UJ n 20y+ EaEiKtK7Ks/KsAc)oz

... (23)
) s4- saFl +s2F2+sFa- F4

... (24)

... (25)

The Eqns (23) to (25) describe the transient response of the system variables fuel rack position,
engine speed, transmission ratio, for inputs of y, the desired engine speed setting, or of z, the
desired engine torque setting, either singly or in combination. The responses are expressed in the
Laplace domain but can very easily be converted to the time domain for any particular set of
parameters by expanding into partial fractions and finding the inverse Laplace functions. The
system trajectories for known inputs can then be calculated, using the equations as piecewise
linear representations of the system, changing the parameter values as the system moves to a
significantly different configuration in order to preserve accuracy. This would be equivalent to a
simulation of the system, and should produce the same solution as the computer study which
started from a model of the real system.

4. Conclusions
The feasibility of controlling the forward speed of a tractor with a stepless transmission, using
the fuel rack position as the controlling quantity, was shown to be theoretically valid. A simulated
system enables the relative importance of the different system parameters to be assessed, where
the random nature of the load is eliminated, so that the required insight into the operation of the
system is achieved. An automatic control system which regulates the forward speed of a tractor
implement system in a stepless manner in response to load variations can maintain the engine
output power or torque at any desired level within the range of the system. The same basic
considerations apply to both p.t.o. machinery and to draft implements, and the overall system
performance is qualitatively predictable using a computer simulation. In the case of a forage
harvester, which was not capable of fully utilizing the engine power output, it was possible to
achieve the maximum rate of work of the machine while automatically avoiding overloads and
machine blockages. An analagous statement cannot be made for the plough, since the control
system has no input of wheel-slip, which would allow the forward speed to be reduced in order to
limit it to a preselected value. In any case, since the draft force would be insensitive to speed
changes, reducing the forward speed would not reduce the slip appreciably in many cases. The
driver would have to be relied upon to limit slip, as in the conventional tractor and the engine
could then operate at maximum power consistent with the required value of slip.
Employing draft control together with forward speed control, provided the relative response
rates are correctly matched, has a marked stabilizing effect on the overall system. The governor
sensitivity should be as high as possible in order to maintain the engine speed near constant, but
the system response will be unsatisfactory if this is achieved at the expense of a reduced governor
natural frequency. The time lag introduced by the governor must not be excessive or an unstable
system will result. Similarly, instability can result from too high a gain in the hydraulic servo,
1. 1. RYAN 63

i.e., too high a rate of change of transmission ratio. In a practical system, however, the servo gain
necessary to cause this kind of problem would not be used as the transmission swashplate actu-
ating forces, transient hydraulic pressure, and tractor accelerations would be unacceptable.
The system can be analysed using the state-variable method. Such a system is inherently non-
linear, but criteria governing stability can be derived using the system perturbation equations
which agree with the results of a computer simulation with sufficient accuracy to be used as a
guide in design. The system transfer functions can also be derived, allowing the transient response
to be calculated, as an alternative to the simulation approach.

REFERENCES

1 Coenenberg, H. H. Einige Grundbedingungen und Moglichkeitenfur die automatische Regelung stufenloser

Getriebe in Schleppern. 1964. Landtech. Forsch., 11 (4) 101
2 System/360 Continuous System Modeling Program Users' Manual. IBM Application Program
H20-0240-2
3 Elgerd, 0.1. Control Systems Theory. 1967. New York, McGraw-Hill
4 Gibson, J. Non-linear Automatic Control. 1963. New York, McGraw-Hill
5 Langill, A. W. Automatic Control Systems Engineering. 1965. New Jersey, Prentice Hall
6 Melsa, J. L.; Schultz, D. G. Linear Control Systems. 1969. New York, McGraw-Hill