JP2013510038A - Vehicle equipment control system with hybrid electric powertrain - Google Patents

Abstract

A vehicle equipped with power take-off using direct application of power from a hybrid electric powertrain. The in-vehicle computer is connected to the controller area network and receives a plurality of chassis input signals. The controller area network includes an electronic control module, a power transmission device control module, and a hybrid control module. An electronic control module is electronically connected to the power transmission device control module and the hybrid control module. The data link based remote power module is installed on the vehicle to generate a vehicle demand signal for initiating operation of the vehicle hybrid electric powertrain in power take-off operation. A plurality of PTO request switches are electrically connected to the controller area network. The on-board computer is programmable to accept a signal from one of the PTO request switches and change the operating state of the power take-off operation.
[Selection] Figure 1

Description

(Related application)
This application is filed on International Application No. PCT / US09 / 63468, filed Nov. 6, 2009, International Application No. PCT / US09 / 63470, filed Nov. 6, 2009, and Nov. 6, 2009. Claims priority to the filed international application number PCT / US09 / 63561. These international applications are incorporated herein by reference in their entirety.

  The present disclosure relates to a hydraulic load control system for equipment equipped with a power take-off device (“PTO”) of a vehicle with a hybrid electric powertrain, and more particularly, the operation of a PTO driven by an internal combustion engine and the hydraulic load. The present invention relates to a system and method for transitioning between operation of a PTO driven by a hybrid electric powertrain that powers the vehicle.

  Many current vehicles use hybrid electric powertrains to improve vehicle efficiency. Hybrid electric powertrains typically require an internal combustion (IC) engine that operates a generator (generator) that can be used to drive an electric motor that is used to move the vehicle. Is generated. The electric motor can be used to power the vehicle wheel to move the vehicle, or it can be used to supplement the power supplied to the wheel by the internal combustion engine and transmission. In certain driving situations, such as during low speed driving, the electric motor can supply all of the power to the wheel. In addition to providing power to move the vehicle, the hybrid electric powertrain provides power to the vehicle's PTO (sometimes referred to as electric PTO or EPTO when powered by the hybrid electric powertrain). Used to supply, the PTO supplies power to an auxiliary machine driven by PTO.

  For example, in some vehicles such as small trucks, the PTO can be used to drive a hydraulic pump for an in-vehicle hydraulic system. In some configurations, the PTO drive accessory can provide power while the vehicle is moving. In another configuration, the PTO drive accessory can provide power while the vehicle is stationary and power is being supplied to the vehicle by the internal combustion engine. Further, there are some that can be driven while the vehicle is stopped or moving. A controller is provided to the operator in all types of PTO configurations.

  In some PTO applications, the specific internal combustion engine of the vehicle has inefficient capacity as a motive power source in PTO applications due to the relatively low power demand for PTO applications or intermittent operation. There is a possibility. In such situations, the hybrid electric powertrain may power the PTO, i.e., instead of the IC engine supporting the mechanical PTO, it is possible to utilize an electric motor generator. When the demand for power is low, electric motor generators will typically exhibit relatively low parasitic losses compared to internal combustion engines. If the power demand is intermittent but a quick response is obtained, the electric motor generator allows such use without incurring idling losses of the internal combustion engine.

  Conventionally, when a hybrid electric vehicle equipped with an EPTO enters an EPTO mode of operation, the electric motor generator remains unpowered until an active input or power demand signal is provided. Typically, the power demand signal is generated by receiving operator input via an onboard switch that is part of the data link module. Such a module can be a remotely powered module as described in US Pat. No. 6,272,402 to Kelwaski, the entire disclosure of which is incorporated herein by reference. The switch sends a power demand signal on a data bus such as a controller area network (CAN) that is currently commonly used to integrate vehicle control functions.

  The power demand signal in the operation of the traction motor is only one possible input that can be generated and received by a traction motor controller connected to the vehicle's controller area network. Product introductions in particular due to the type, number and complexity of possible inputs that may be supplied from data link modules added by truck equipment manufacturers (TEMs) and from other sources Problems can arise with respect to proper control of the electric motor generator during the initial stages of operation, or during field maintenance, especially if the vehicle is modified by an operator or if the vehicle is damaged. As a result, the traction motor may not operate as expected. At the time of product introduction, the TEM will allow the data link module to operate the electric motor generator in EPTO operation due to programming issues, interactions with other vehicle programming, or other architectural issues. It may fall into a situation where it cannot provide accurate power demand.

US Pat. No. 6,272,402 US Pat. No. 7,281,595

  The hybrid electric powertrain can only power the vehicle's PTO when the PTO is operating a PTO-driven accessory that is adapted to be used only by a stopped vehicle, such as a lift attachment or excavation attachment. In some situations, the hybrid electric powertrain cannot supply enough power to the PTO and therefore needs to be powered by the internal combustion engine. In other situations, it may be necessary to recharge the hybrid electric powertrain battery. In both of these situations, if the PTO is powered by a hybrid electric powertrain, the internal combustion engine must be started and the PTO must be stopped. Therefore, the operation of the PTO that is driven by the hybrid electric powertrain is operated so that the internal combustion engine can be started and power can be delivered to the PTO or the battery of the hybrid electric powertrain can be recharged. There is a need for systems and methods that can be shut down.

  According to one embodiment, a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain includes a controller area network, a data link, and programming. A controller area network and an in-vehicle computer are connected to receive a plurality of chassis input signals. A data link based remote power module is installed on the vehicle and generates a vehicle demand signal for initiating operation of the vehicle hybrid electric powertrain in power take-off operation. Programming is performed by the in-vehicle computer in response to the selected chassis input signal to generate a hybrid electric powertrain control signal in the power take-off operation.

  According to another embodiment, a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric power train is a chassis demand signal that initiates operation of the hybrid electric power train to support the power take-off operation. Means for responding to a plurality of chassis input signals for generating. The vehicle further includes means installed on the vehicle in response to an operator input to generate a vehicle demand signal that initiates operation of the hybrid electric powertrain to support the power take-off operation.

  According to another embodiment, a vehicle equipped with power take-off using direct application of power from a hybrid electric powertrain includes a controller area network, an in-vehicle computer, a data link based remote power module, and a plurality of PTO requirements. Includes switch. The in-vehicle computer is connected to the controller area network and receives a plurality of chassis input signals. The controller area network further includes an electronic control module, a power transmission device control module, and a hybrid control module. The electronic control module is electronically connected to the power transmission device control module and the hybrid control module. The data link based remote power module is installed on the vehicle to generate a vehicle demand signal for initiating operation of the vehicle hybrid electric powertrain in power take-off operation. The PTO request switch is electronically connected to the controller area network. The in-vehicle computer is programmable to accept a signal from one of the PTO request switches and change the operating state of the power take-off operation.

  According to another embodiment, a control system for a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain includes a controller area network and a plurality of PTO request switches. The controller area network has an electronic control module, an in-vehicle computer, and a remote power module. The plurality of PTO request switches are electrically connected to the controller area network. The in-vehicle computer is programmable to accept a signal from one of the PTO request switches and change the operating state of the power take-off operation.

  According to one process, a method is provided for engaging a power take-off device of a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric power train. The controller area network is programmed to accept a PTO request signal from at least one of the plurality of PTO request switches. The method determines whether a PTO request signal from at least one of the plurality of PTO request switches is an active PTO request switch. If the PTO request signal is from an activated PTO request switch, the operating state of the power take-off device is modified.

  According to another embodiment, a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain is provided with an internal combustion engine, an electric motor / generator system, a power take-off device, a controller area network, an in-vehicle computer. , A data link based remote power module, a first PTO drive component, and a second PTO drive component. The power take-off device is selectively coupled to at least one of the internal combustion engine and the electric motor / generator system to receive torque from at least one of the internal combustion engine and the electric motor / generator system. The in-vehicle computer is electronically connected to the controller area network. The controller area network further includes an electronic control module, a power transmission device control module, and a hybrid control module. The electronic control module is electrically connected to the power transmission device control module and the hybrid control module. The data link based remote power module is installed on the vehicle to generate a vehicle demand signal for initiating operation of the vehicle hybrid electric powertrain in power take-off operation. The first PTO drive component is electrically connected to the controller area network. The second PTO drive component is electrically connected to the controller area network. The in-vehicle computer is programmable to monitor the operation of the first PTO drive component and the second PTO drive component. The on-board computer is further programmable to monitor which of the internal combustion engine or the electric motor / generator system is providing torque to the power take-off device.

  According to another embodiment, a control system for a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain includes a controller area network, an in-vehicle computer, an electronic control module, a remote power module, and Includes a plurality of PTO drive components. The controller area network has an electronic control module. The plurality of PTO drive components are electronically connected to the controller area network. The in-vehicle computer is programmable to accept a signal from the PTO drive component and indicate that the PTO drive component is in operation.

  According to another process, a method is provided for tracking the power take-off operation of a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain. The operation of the PTO drive component is monitored using an in-vehicle computer. Torque supply from the internal combustion engine and the electric motor generator system is monitored. The method determines whether at least one of the internal combustion engine and the electric motor / generator system is supplying torque to the power take off device when the PTO drive component is in operation. The amount of time when the PTO drive component is in operation is monitored. When the PTO drive component is in operation, the amount of torque supplied from the internal combustion engine and the electric motor / generator system to the power take off device is monitored.

  According to yet another embodiment, a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain includes an internal combustion engine, an electric motor generator, a power take-out device, a controller area network, an in-vehicle computer. , A data link based remote power module, at least one PTO drive component, and an external PTO status indicator. The power take-off device is selectively coupled to at least one of the internal combustion engine and the electric motor generator and receives torque from at least one of the internal combustion engine and the electric motor generator. The onboard computer is connected to a controller area network that is provided to receive a plurality of chassis input signals. The controller area network further includes an electronic control module, a power transmission device control module, and a hybrid control module. The electronic control module is electrically connected to the power transmission device control module and the hybrid control module. The data link based remote power module generates a vehicle demand signal and initiates operation of the vehicle hybrid electric powertrain for power take-off work. At least one PTO drive component is electrically connected to the controller area network. The power take-off status indicator is electrically connected to the controller area network.

  According to another embodiment, a control system for a vehicle equipped with power take-off operation using direct application of power from a hybrid electric powertrain includes a controller area network, at least one PTO drive component, and power take-off status. Includes an indicator. The controller area network includes an electronic control module, an in-vehicle computer, an electronic control module, a hybrid control module, and a remote power module. At least one PTO drive component is electronically connected to the controller area network. The on-board computer is programmable to accept a signal from at least one PTO drive component and indicate that the PTO drive component is in operation. The external power take-off status indicator is electrically connected to the controller area network.

  According to another process, a method is provided for external notification of a power take-off operation of a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain. Activation and deactivation of the PTO drive component is monitored using an in-vehicle computer. A signal to the external power take-off status indicator is generated when the in-vehicle computer detects that the PTO drive component is either in the activated or deactivated state. An external power removal status notification is provided on the external power removal status indicator in response to a signal from the in-vehicle computer.

  According to another embodiment, a vehicle equipped with power take-off operation using direct application of power from a hybrid electric powertrain includes a controller area network, an in-vehicle computer, a data link based remote power module, and a wireless PTO requirement. Includes switch. The in-vehicle computer is connected to a controller area network for receiving a plurality of chassis input signals, an electronic control module, a power take-off device control module, and a hybrid control module. The electronic control module is electrically connected to the in-vehicle computer, the power take-out device control module, and the hybrid control module. A data link based remote power module is provided for generating a vehicle demand signal for initiating operation of the vehicle hybrid electric powertrain in power take-off operation. The remote power module is electrically connected to the controller area network. The wireless PTO request switch is electrically connected to the controller area network via a remote power module. The in-vehicle computer can be programmed to receive a signal from the wireless PTO request switch and change the operating state of the power take-off operation. The remote power module temporarily turns off the output to the wireless PTO request switch in response to a signal from the wireless PTO request switch, and allows the power take-out operation to be changed.

  According to another embodiment, a control system for a vehicle equipped with power take-off using direct application of power from a hybrid electric powertrain includes a controller area network and a wireless PTO request switch. The controller area network has an electronic control module, an in-vehicle computer, and a remote power module. The wireless PTO request switch is electrically connected to the controller area network via a remote power module. The in-vehicle computer is programmable to accept a signal from the wireless PTO request switch and change the operating state of the power take-off operation. The remote power module temporarily turns off the output to the wireless PTO request switch in response to a signal from the wireless PTO request switch, and allows the power take-out operation to be changed.

  According to another process, a method is provided for engaging a power take off device using a wireless PTO demand switch of a vehicle equipped with a power take off operation using direct application of power from a hybrid electric power train. A controller area network having a remote power module is programmed so that the remote power module receives a PTO request signal from a wireless PTO request switch having a transmitter and a receiver. The method determines whether a PTO request signal from a wireless PTO request switch calls for a change in power take-off work. In response to a signal from the wireless PTO request switch, the output to the wireless PTO request switch is temporarily turned off, and the power take-out work can be changed. The operating state of the power take-off device is corrected after the output to the wireless PTO request switch is once turned off.

It is a side view of a vehicle equipped with a power take-off operation. FIG. 2 is a high-level block diagram of the vehicle control system of FIG. 1. FIG. 3 is a state machine diagram for a power take-off operation that can be implemented on the control system of FIG. 2. 1 is a schematic diagram of a hybrid powertrain applied to support power take-off operation. FIG. 1 is a schematic diagram of a hybrid powertrain applied to support power take-off operation. FIG. 1 is a schematic diagram of a hybrid powertrain applied to support power take-off operation. FIG. 1 is a schematic diagram of a hybrid powertrain applied to support power take-off operation. FIG. It is a system diagram of a chassis for power take-off operation and a vehicle start hybrid electric motor generator control device. FIG. 6 is a map of input / output pin connections to the remote power module in the system diagram of FIG. 5. It is a map of the input-output arrangement | positioning of the electrical system controller of FIG. 1 is a schematic view of a vehicle having a hybrid electric powertrain with a PTO driven hydraulic system. FIG. 1 is a schematic view of a vehicle having a hybrid electric powertrain with a PTO driven hydraulic system. FIG. 1 is a schematic view of a vehicle having a hybrid electric powertrain with a PTO driven hydraulic system. FIG. 1 is a schematic view of a vehicle having a hybrid electric powertrain with a PTO driven hydraulic system. FIG. It is a system diagram of the control system of vehicles of Drawings 8-D. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system having an accumulator and an accumulator shut-off valve. FIG. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system having an accumulator and an accumulator shut-off valve. FIG. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system having an accumulator and an accumulator shut-off valve. FIG. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system having an accumulator and an accumulator shut-off valve. FIG. 1 is a schematic view of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system that can be operated remotely. FIG. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system that can monitor operation and power supply. FIG. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system that can provide operating conditions to a user by visual or acoustic signals. 1 is a schematic diagram of a vehicle having a hybrid electric powertrain with a PTO-driven hydraulic system that can be remotely controlled. FIG.

  Referring now to the drawings, and more particularly to FIG. 1, a mobile aerial lift hybrid truck 1 is shown. The mobile aerial lift hybrid truck 1 serves as an example of a medium-sized vehicle that supports PTO or EPTO operations. It should be noted that the embodiments described herein may be used for any suitable vehicle with appropriate modifications. Further information regarding hybrid powertrains can be found in US Pat. No. 7,281, entitled “System for Integration Body a Vehicle Hybrid powertrain”, assigned to the assignee of the present application and incorporated herein by reference in its entirety. Can be found in No. 595.

  The mobile aerial lift truck 1 includes an aerial lift unit 2 mounted on a bed on a PTO load, in this case the rear part of the truck 1. During deployment in EPTO operation, the power transmission device of the mobile aerial lift truck 1 can be parked, the parking brake can be set, and an out trigger can be deployed to secure the vehicle Before the vehicle enters the PTO mode, an indication that the vehicle speed is less than 5 kph can be received from the in-vehicle network. In other types of vehicles, another indication may indicate that the vehicle is ready for PTO operation, which may or may not require the vehicle to stop.

  The aerial lift unit 2 includes a lower boom 3 and an upper boom 4 that are pivotally connected to each other. The lower boom 3 is mounted for rotation on a track bed on the support 6 and the rotatable support bracket 7. The rotatable support bracket 7 includes a pivot mount 8 for one end of the lower boom 3. The bucket 5 is fixed to the free end of the upper boom 4 and supports an operator during the lifting of the bucket and the support of the bucket in the work area. The bucket 5 is pivotally attached to the free end of the boom 4 and maintains a horizontal orientation. The lift unit 9 is connected between the bracket 7 and the lower boom 3. The pivot connection 10 connects the lower boom cylinder 11 of the unit 9 to the bracket 7. The cylinder rod 12 extends from the cylinder 11 and is pivotally connected to the boom 3 by a pivot portion 13. The lower boom cylinder unit 9 is connected to a pressurized source of suitable hydraulic fluid that allows the assembly to be raised and lowered. The pressurized source of hydraulic fluid can be an automatic power transmission or a separate pump. The outer end of the lower boom 3 is connected to the lower pivot end of the upper boom 4. The pivot 16 interconnects the outer end of the lower boom 3 to the pivot end of the upper boom 4. An upper boom compensation cylinder unit or assembly 17 is connected between the lower boom 3 and the upper boom 4 to move the upper boom around the pivot 16 and position the upper boom relative to the lower boom. To. The upper boom correction cylinder unit 17 enables independent movement of the upper boom with respect to the lower boom 3, provides correction movement between the booms, and raises the upper boom together with the lower boom. The unit 17 is supplied with a pressurized hydraulic fluid from the same supply source as the unit 9.

  Referring to FIG. 2, a high level schematic diagram of a control system 21 representing a system that can be used in the control of the vehicle 1 is shown. An electrical system controller 24, a type of in-vehicle computer, is linked by public data links (shown herein as SAE compliant J1939 CAN buses) to various local controllers that implement direct control of most functions of the vehicle 1. . The electrical system controller (“ESC”) 24 can also be connected directly to select inputs and outputs and other buses. The direct “chassis input” includes an ignition switch input, a brake pedal position input, a bonnet position input, and a parking brake position sensor, which are connected to provide a signal to the ESC 24. There may be other inputs to the ESC 24. The PTO operation control signal from the vehicle interior can be implemented using the vehicle interior switch pack 56. The vehicle interior switch pack 56 is connected to the ESC 24 via a dedicated data link 64 compliant with the SAEJ 1708 standard. Data link 64 is a low baud rate data connection, typically approximately 9.7 kbaud. In addition to the ESC 24, five controllers are shown connected to the public data link 18. These controllers are an engine controller (“ECM”) 46, a power transmission controller 42, a meter (gauge cluster) controller 58, a hybrid controller 48, and an antilock brake system controller (“ABS”) 50. Other controllers may also be present on a given vehicle. The data link 18 is a public controller area network (CAN) bus compliant with the SAEJ 1939 standard, and supports data transmission of up to 250 Kbaud in the current implementation. It will be appreciated that other controllers can be incorporated into the vehicle 1 in communication with the data link 18. The ABS controller 50 controls the operation of the brake 52 and receives a wheel speed sensor signal from the sensor 54 as in the conventional case. Wheel speed is reported via the data link 18 and is monitored by the power transmission controller 42.

  The vehicle 1 is shown as a parallel hybrid electric vehicle utilizing a powertrain 20, and the output of one or both of the internal combustion engine 28 and the electric motor generator 32 can be coupled to the drive wheel 26. The internal combustion engine 28 can be a diesel engine. Like other full hybrid systems, the system is intended to recover the inertial momentum of the vehicle during braking or deceleration. The electric motor generator 32 is operated as a generator from the wheel, and the generated electricity is stored in the battery during braking or deceleration. The stored power can then be used to operate the electric motor generator 32 instead of or to supplement the internal combustion engine 28 to extend the fuel supply distance of the vehicle. The powertrain 20 is a unique variant of a hybrid design that supports the PTO by either the internal combustion engine 28 or the electric motor generator 32. When used in a PTO, the internal combustion engine 28 operates at an efficient power level to support PTO operation and simultaneously recharges the traction battery 34 by operating the electric motor generator 32 in generator mode. Can be used to Normally, PTO applications consume less power than the output at the highly efficient internal combustion engine 28 throttle setting.

  The electric motor / generator 32 is used to recover the kinetic energy of the vehicle during deceleration by driving the electric motor / generator 32 using the drive wheel 26. At such time, the auto clutch 30 disconnects the engine 28 from the electric motor / generator 32. The engine 28 provides power for both power generation and operation of the PTO system 22, or provides drive power to the drive wheel 26, or is used to run the generator to provide drive power and generate power. can do. If the PTO system 22 is an aerial lift unit 2, it is not conceivable to operate the aerial lift unit 2 when the vehicle is in operation, and the description herein is actually for the vehicle to be an EPTO. There may be other PTO applications that are assumed to be stopped but not stopped.

  The powertrain 20 allows for the recovery of kinetic energy as the electric motor / generator 32 is reverse driven by the kinetic force of the vehicle. Transitions between positive and negative traction motor contributions are detected and managed by the hybrid controller 48. During braking, the electric motor / generator 32 generates electricity that is supplied to the traction battery 34 through the inverter 36. The hybrid controller 48 examines the data link traffic of the ABS controller 50 to determine whether regenerative braking operation increases or enhances wheel slip conditions when regenerative braking is initiated. The power transmission controller 42 detects the associated data traffic on the data link 18 and interprets these data as control signals for application to the hybrid controller 48 via the data link 18. The electric motor / generator 32 generates electricity supplied to the traction battery 34 through the hybrid inverter 36 during braking operation. Some power is diverted from the hybrid inverter and can maintain the charge of the conventional 12 volt DC chassis battery 60 through the step-down DC / DC inverter 62.

  The traction battery can be the only power storage system in the vehicle 1. In vehicles that exist at the time of writing this application, 12 volt application is still commonly used, and the vehicle 1 can be equipped with a parallel 12 volt system to maintain the vehicle. This practicable parallel system is not shown for the sake of simplicity. Inclusion of such a parallel system allows the use of easily available and inexpensive components designed for automotive applications such as incandescent lamps for illumination. However, the use of 12 volt components can introduce drawbacks in vehicle weight and increase complexity.

  The electric motor generator 32 can be used to propel the vehicle 1 by drawing power from the battery 34 through an inverter 36 that supplies three-phase 340 volt RMS power. The battery 34 is sometimes referred to as a traction battery to distinguish it from a 12 volt lead acid secondary battery 60 used to power various vehicle systems. However, many commercial vehicles tend to have much less benefit from hybrid travel than passenger cars. Thus, the stored power is also used to supply power to the EPTO system 22. In addition, the electric motor generator 32 is used to start the engine 28 when the ignition is in the starting position. Under certain circumstances, the engine 28 is used to generate electricity to drive the electric motor generator 32 with the neutral power transmission 38 to recharge the battery 34 and / or engage the PTO system 22. Then, electricity for recharging the battery 34 is generated, and the PTO system 22 is operated. This occurs in response to the use of a heavy PTO system 22 that reduces the charge on the battery 34. Typically, the engine 28 has a much greater power capability than is used to operate the PTO system 22. As a result, always operating the PTO system 22 directly with the engine becomes very inefficient due to parasitic losses that occur in the engine or idling losses that occur when operation is intermittent. . The engine 22 is run at approximately rated power to recharge the battery 34 and provide power to the PTO, then the engine is shut down and the battery 34 is used to supply electricity to the electric motor generator 32 to provide power to the PTO system 22. Higher efficiency can be obtained by operating the.

  The aerial lift unit 2 is an example of a system that can initially be used only sporadically by an operator to reposition after lifting the bracket 5. By operating the aerial lift 22 using the traction motor 32, idling of the engine 28 is avoided. When the battery 34 is relatively discharged, the engine 28 is periodically run at an efficient speed to recharge the battery. The state of charge of the battery 34 is determined by the hybrid controller 48, and the hybrid controller 48 sends this information to the power transmission device controller 42 via the data link 18. The power transmission controller 42 can then request the ESC 24 to engage the engine 28 by a message to the ESC 24, which sends an engine operation request signal (ie, engine start and stop signal) to the ECM 46. . The availability of the engine 28 can depend on a particular programmed (or hardwired) interlock, such as the hood position.

  The powertrain 20 includes an engine 28 that is connected inline with an autoclutch 30 that can be used from the rest of the powertrain when the engine is not being used to drive or recharge the battery 34. 28 can be cut. The automatic clutch 30 is directly coupled to an electric motor / generator 32, and the electric motor / generator 32 is connected to a power transmission device 38. The power transmission device 38 is used to apply power from the electric motor generator 32 to the PTO system 22 or the drive wheel 26. The power transmission device 38 is bidirectional and can be used to return energy from the drive wheel 26 to the electric motor generator 32. An electric motor generator 32 may be used to provide drive energy to the power transmission device 38 (alone or in cooperation with the engine 28). When the electric motor / generator is used as a generator, it supplies electricity to the inverter 36, and the inverter 36 supplies direct current to recharge the battery 34.

  The control system 21 performs the cooperation of the control elements in the above operation. The ESC 24 receives inputs relating to throttle position, brake pedal position, and ignition state, and PTO input from the user, and sends them to the power transmission controller 42, which sends signals to the hybrid controller 48. The hybrid controller 48 determines whether either the internal combustion engine 28 or the traction motor 32 satisfies the output request based on the available battery charge state. The hybrid controller 48 generates an appropriate signal to be applied to the data link 18 along with the ESC 24 to turn the engine 28 on or off to the ECM 46 and, if it is on, to run the engine at the current output. To instruct. The power transmission device controller 42 controls the engagement of the automatic clutch 30. The power transmission device controller 42 further controls the state of the power transmission device 38 in response to the power transmission device push button controller 72 so that the gear of the power transmission device is engaged or the power transmission device is in the drive wheel 26. Alternatively, a drive torque (or simply hydraulic fluid pressurized to the PTO system 22 where the power transmission device 38 serves as a hydraulic pump) is being sent to a hydraulic pump that is part of the PTO system 22, or It is determined whether or not the power transmission device is going to be in a neutral state. By way of example only, a vehicle may be equipped with more than one PTO system, and a secondary pneumatic system using multiple solenoid valve assemblies 85 and a pneumatic PTO device 87 is illustrated with direct control of the ESC 24. ing.

  PTO 22 control is implemented in a conventional manner through one or more remote output modules (RPMs). The remote output module is a data link extension input / output module dedicated to the ESC 24 programmed to utilize them. If the RPMs 40 function as PTO controllers, they can be configured to provide hard wire outputs 70 and hard wire inputs used by the PTO device 22 with the load / aerial lift unit 2. Requests for movement and position reporting from the aerial lift unit 2 are provided on a dedicated data link 74 for transmission to the ESC 24, which specifies these specific requests to other controllers (eg, requests for PTO output). Convert to The ESC 24 is also programmed to control the valve state through the RPM 40 in the PTO device 22. The remote output module is described more fully in US Pat. No. 6,272,402, assigned to the assignee of the present application and incorporated herein by reference in its entirety. At the time the 402 patent was described, what was referred to herein as a “remote output module” was referred to as a “remote interface module”. It is contemplated that a TEM that provides PTO operations will order or equip a vehicle having an RPM 40 to support the PTO and provide a switch pack 57 for connection to the RPM 40. The TEM is known as a “body builder” using colloquial expressions, and the signal from the RPM 40 provided to the vehicle service supplied by the body builder is referred to as the “vehicle power demand signal”.

  Vehicle power demand signals may be susceptible to corruption, vehicle damage, or architectural conflicts on the vehicle controller area network. Thus, an alternative mechanism is provided that generates a power demand signal for the PTO from the vehicle's conventional control network. A method by which an operator can initiate such a power demand signal without using the RPM 40 is to use a conventional controller of the vehicle, including a controller that produces what is referred to as a “chassis input”. It is. A power demand signal for PTO operation generated from such an alternative mechanism is referred to as a “chassis power demand signal”. An example of such can be a flashing of the headlamp twice when the parking brake is activated, or some other easily apparent and unique control process, unless the control selection requires a PTO dedicated RPM 40 .

  Both the power transmission controller and the ESC 24 operate as a portal and / or converter between various data links. Dedicated data links 68 and 74 operate at a substantially higher baud rate than public data link 18 and correspondingly buffering is provided for messages sent from one link to another. In addition, the message can be reformatted, or the message on one link can be changed to another type of message on the second link, eg, a move request over the data link 74 is The power transmission device engagement request from the ESC 24 to the transmission device controller 42 can be converted. Data links 18, 68, and 74 are all controller area networks and conform to the SAE J1939 protocol. The data link 64 conforms to the SAE J1708 protocol.

  Referring to FIG. 3, one possible control scheme using a representative state machine 300 is illustrated. The state machine 300 is input through one of two EPTO enable states 300, 302 depending on whether the engine 28 is operating to recharge the traction battery 34. In the EPTO enable state, the conditions for starting the EPTO operation are satisfied, but no power is supplied to the actual PTO operation. Depending on the state of charge of the traction battery 34, the engine 28 can be in operation (state 302) or inactive (state 304). In any state where the engine 28 is operating (ON), the automatic clutch 30 is engaged (+). The state of charge for starting battery charging is lower than the state of charge where charging is interrupted to prevent the engine 28 from being frequently turned on and off repeatedly. The EPO enable state (302, 304) causes the power transmission device 38 to be disengaged. In the state 302 where the battery 34 is being charged, the electric motor generator 32 is in the generator mode. In the state 304 where the battery 34 is considered charged, the state of the electric motor generator 32 need not necessarily be determined and may remain in the previous state.

  Four EPTO operating states 306, 308, 310, and 312 are defined. These conditions occur in response to either vehicle power demand or chassis power demand. Battery charging continues to operate within the PTO vehicle. State 306 is such that the engine 28 is on, the automatic clutch 30 is engaged, the electric motor / generator 32 is in the power generation mode, and the power transmission device is in the PTO gear. In state 308, the engine 28 is off, the automatic clutch 30 is disengaged, the traction motor is operating in motor mode, and the power transmission device is in a state where the gear for PTO is engaged. States 306 and 308, as a class, end when a vehicle power demand signal (which can occur as a result of a PTO enable deactivation) is lost or when a chassis power demand signal occurs. A state change resulting from the battery charge state may force an intra-class change between states 306 and 308. EPTO operating states 310 and 312 are the same as states 306 and 308, respectively, except that one end of states 310 and 312 does not occur due to loss of the vehicle power demand signal. Only a loss of chassis power demand signal results in termination from EPTO operating states 310 and 312 considered as one class, but transitions within class (ie, between 310 and 312) can be caused by battery charge conditions There is sex. Upon loss of the chassis power demand signal, the exit route from states 310 and 312 depends on whether a vehicle power demand signal is present. If present, the operational state transitions from state 310 or 312 to state 306 or 308, respectively. If it does not exist, the state 302 or 304 is entered. If the vehicle power demand signal is lost due to exit from the EPTO enabled state, state 302 or 304 ends along an “off” route. Particularly in the class transition from the engine 28 off state to the engine 28 on state, an intermediate state can be provided in which the automatic clutch 30 is engaged so that the traction motor can crank the engine.

  4A-D schematically illustrate what happens in the vehicle in various states of the state machine implemented by appropriate programming of the ESC 24. FIG. FIG. 4A corresponds to state 304 and is one of the EPTO enable states. FIG. 4B corresponds to state 302 and is another EPTO enable state. 4C corresponds to states 308 and 312, and FIG. 4D corresponds to states 306 and 310. In FIG. 4A, the IC engine 28 is off (state 100), the automatic clutch 30 is disengaged (state 102), and the electric motor / generator 32 state can be undefined, but is illustrated as a motor mode (104). Has been. In motor mode electric motor generator 32, the battery is shown in a discharge ready state. In FIG. 4B, the battery charge 128 has occurred as a result of the IC engine operation 120, the automatic clutch is engaged (122), and the engine torque is operating in the generator mode 124 via the automatic clutch. Applied to the generator 32. The power transmission device is disengaged (126).

  FIG. 4C corresponds to states 308 and 312 of state machine 300 where engine 28 is off (100) and automatic clutch 30 is disengaged (102). The battery 34 is discharging (108), and operates the traction motor in the operating state (104) to supply torque to the power transmission device 38. The power transmission device 38 is in a geared state (104). Apply drive torque to the PTO. 4D corresponds to states 306 and 310 of state machine 300. FIG. The IC engine 28 is in operation (120) and is powered through an engaged (122) automatic clutch to operate the electric motor generator 32 in generator mode to supply power to the charging (128) battery. In addition, torque is supplied to the PTO application through the power transmission device.

  5-7 illustrate specific control configurations and network architectures in which the state machine 300 can be implemented. Additional information regarding control systems for hybrid powertrains is assigned to the assignee of the present application and is incorporated herein by reference in its entirety, the name “Hybrid Electric Vehicle Traction Motor Power”, filed September 29, 2008. US Patent Application Serial No. 12 / 239,885, “Take Off Control System”, as well as filed July 24, 2009, assigned to the assignee of the present application and incorporated herein by reference in its entirety. It can be found in US patent application serial number 12 / 508,737. This configuration can also control the secondary pneumatic power take-off operation 87 that illustrates that a conventional PTO can be combined with an EPTO on a vehicle. The electrical system controller 24 controls the secondary pneumatic PTO 87 using the multiple solenoid valve assembly 85. The available air pressure can dictate the control response, so the pneumatic transducer 99 is connected and provides the air pressure measurement directly as an input to the electrical system controller 24. Alternatively, the EPTO can be implemented using a pneumatic system when the traction motor PTO is an air pump.

  A J1939-compliant cable 74 that connects the ESC 24 to the RPM 40 is a twisted pair cable. The RPM 40 is shown with six hard wire inputs (AF) and one output. A twisted pair cable 64 conforming to the SAEJ 1708 standard connects the ESC 24 to an inlay 64 for a vehicle interior dash panel equipped with various control switches. Public J1939 twisted pair cable 18 connects ESC 24 to gauge controller 58, hybrid controller 48, and power transmission controller 42. The power transmission device controller 42 includes a dedicated connection to a power take-out device control console 72 installed in the vehicle interior. The connection between the hybrid controller 48 and the console 72 is omitted in this configuration, but may be provided in some contexts.

  FIG. 6 details the use of the input and output pins of the RPM 40 in a specific application. The input pin A is the input of the hybrid electric vehicle demand circuit 1 and can be 12 volts DC or a ground signal. When activated, the traction motor runs continuously. Input B is the input of the hybrid electric vehicle demand circuit 2 and can be 12 volts DC or a ground signal. When activated, the traction motor runs continuously. Input C is the input of hybrid electric vehicle demand circuit 3 and can be 12 volts DC or a ground signal. When this signal becomes active, the traction motor operates continuously. Input D is the input of hybrid electric vehicle demand circuit 4 and can be 12 volts DC or a ground signal. When this signal becomes active, the traction motor operates continuously. In other words, the designer can provide four remote locations for a switch that allows an operator to initiate a PTO vehicle power demand signal to activate a traction motor. Input pin E is a hybrid electric vehicle remote PTO disable input. The signal can be either 12 volts DC or ground. When active, the PTO is disabled. The input pin F is a hybrid electric vehicle EPTO engagement feedback signal. This signal is a ground signal due to PTO equipment pressure or ball return feedback switch. The output pin carries the actual power demand signal. As mentioned above, this can be affected by various interlocks. In the example, the interlock condition is that the measured vehicle speed is less than 3 miles / hour, the gear setting is neutral, and the parking brake is activated.

  FIG. 7 shows the arrangement of chassis output pins and chassis input pins on the electrical system controller 24.

  The system described herein controls a hybrid electric motor generator through the use of an original equipment manufacturer (OEM) chassis input and avoids a TEM input (demand) signal supply (eg, RPM 40). The secondary mechanism is provided. The start of this mode of operation can be easily done on demand by using a single cabin equipment switch that can be placed on the switch pack 56, or a series of to operate as a "code". It can also be done in a complex and less obvious way by using control inputs. For example, in an EPTO mode vehicle, the service brake may be pushed down and held, and the high beam may blink twice. When the service brake is released, a signal for switching the operation of the traction motor can be generated by the subsequent operation of the high beam. In either case, the traction mode is under the control of the “chassis start” input. The TEM input state is ignored or avoided.

  Turning now to FIGS. 8A-D, a hybrid electric powertrain with a PTO driven hydraulic system 800 is shown. A hybrid electric powertrain with a PTO driven hydraulic system 800 includes an internal combustion engine 802, an electric motor generator 803, a PTO 804, and a first hydraulic pump 806 and a second hydraulic pump 808. The PTO 804 is adapted to receive power from either the internal combustion engine 802 or the electric motor generator 803. The PTO 804 drives the first hydraulic pump 806 and the second hydraulic pump 808.

  As shown in FIGS. 8A to 8D, the first hydraulic pump 806 is a fixed displacement hydraulic pump such as a vane pump, while the second hydraulic pump 808 is a variable displacement hydraulic pump such as a piston pump.

  The second hydraulic pump 808 includes a control motor 810 and / or a control solenoid 812 to control the adjustment of the variable displacement setting of the second hydraulic pump 808. The control motor 810 can be an electric motor, an electromagnetic stepping motor, or the like. The control solenoid 812 can be an electromagnetic solenoid device or the like.

  The internal combustion engine 802 can be used to drive the PTO 804 to supply power to the first hydraulic pump 806, while the electric motor generator 803 typically supplies power to the second hydraulic pump 808. It is intended to be used for The use of the first hydraulic pump 806 or the second hydraulic pump 808 often depends on the load level applied to the hydraulic system 805. A large hydraulic load will utilize a first hydraulic pump 806 driven by an internal combustion engine 802 and a small hydraulic load will utilize a second hydraulic pump 808 driven by an electric motor generator 803.

  The internal combustion engine is adapted to provide torque to the hydraulic pumps 806, 808 at an engine speed of about 700 RPM to about 2000 RPM. However, the electric motor generator 803 generates a high torque level at a low operating speed below about 1500 RPM. Thus, when the electric motor generator 803 is utilized to operate the second hydraulic pump 808 via the PTO 804, the electric motor generator operates at a speed greater than 1500 RPM with a hydraulic load on the hydraulic system 805. If this is necessary, the capacity of the second hydraulic pump is adjusted to a larger capacity. The control motor 810 and / or the control solenoid 812 may be configured to allow the electric motor generator 803 to provide sufficient hydraulic fluid flow and / or pressure to the hydraulic system 805 and operate at a speed greater than 1500 RPM. Increase the capacity of the pump 808.

  Similarly, if the load in the hydraulic system 805 decreases, the capacity of the second hydraulic pump 808 can be adjusted to a smaller capacity and the electric motor generator 803 can decelerate to a speed below 1500 RPM. it can.

  In addition to adjusting the capacity of the second hydraulic pump 808 when the load of the hydraulic system 805 changes to a load that requires the electric motor generator to operate at a speed greater than 1500 RPM, the control motor 810 and It is also contemplated that the second hydraulic pump 808 can be adjusted by a control solenoid 812 to a capacity that allows the electric motor generator to operate with a high level of efficiency. For example, if the electric motor generator generates torque most efficiently at a speed of 1300 RPM, the capacity of the second hydraulic pump 808 is that of the hydraulic system 805 while the electric motor generator is operating at a speed of 1300 RPM. The load can be adjusted to be accommodated by the second hydraulic pump 808.

  The hydraulic system 805 shown in FIGS. 8A-D further includes a reservoir 814 that contains the hydraulic fluid used in the hydraulic system 805. The reservoir is in fluid communication with the hydraulic motor 816, hydraulic cylinder 817, and hydraulic valve 818 of the hydraulic system and provides the fluid necessary to operate the hydraulic motor 816, hydraulic cylinder 817, and hydraulic valve 818.

  The electric motor / generator 103 is connected to the battery 820 and the electric controller 822. The battery 820 stores electric power for use by the electric motor generator 103. The electrical controller 822 regulates electrical energy between the battery 820 and the electric motor generator 103.

  Turning now to FIG. 8, a particular control configuration and network architecture 900 capable of implementing a hybrid electric powertrain with a PTO driven hydraulic system 800 is shown. A first remote throttle 902 and / or a second remote throttle 904 are provided on the TEM component and have the ability to control the output of the electric motor generator 803 or internal combustion engine 802 and control the hydraulic system 805. Give to the user. The first remote throttle 902 is a variable pedal throttle, and the second remote throttle 904 is a manual vernier throttle.

  As shown in FIG. 9, the first remote throttle is electrically connected to an engine control module, or electronic control module (“ECM”) 906. Second remote throttle 904 is electrically connected to ECM 906 via remote engine speed control module (“RESCM”) 908 or remote power module 910. The RESCM 908 and the remote power module 910 are electronically connected to an electronic system controller (“ESC”) 912 via a J1939 compliant cable 914.

  The ESC 912 is electronically connected to the ECM 906 via a J1939 compliant cable 916. J1939 compliant cable 916 further electrically connects gauge cluster 918, hybrid control module 920, and power take off device control module 922 to ECM 906. The ESC 912 monitors the demand for the internal combustion engine 802 and the electric motor generator 803 and the hybrid system 805 and the input from the first remote throttle 904 and / or the second remote throttle 906, and the internal combustion engine 802 and the electric motor generator. A control signal adapted to control 803 is generated. The demand for the hydraulic system 805 is greatly affected by input from the first remote throttle 904 and / or the second remote throttle 906.

  The ESC 912 will generate speed commands for the internal combustion engine 802 and / or the electric motor generator 803 such that the first hydraulic pump 804 and / or the second hydraulic pump 806 will meet the demands of the hydraulic system 805. For example, the ESC 912 can generate a signal that increases or decreases the speed of the electric motor generator 803 to provide sufficient hydraulic fluid flow from the second hydraulic pump 806. Similarly, the ESC 912 can generate a signal that increases or decreases the speed of the internal combustion engine 802 to provide sufficient hydraulic fluid flow from the first hydraulic pump 804.

  The ESC 912 further generates an output signal that is transmitted to the second hydraulic pump 806 when the capacity of the second hydraulic pump 806 is to be modified. When the hydraulic load exceeds a predetermined threshold, for example, when the electric motor / generator 803 is used to power the second hydraulic pump and the speed of the electric motor / generator 803 is approaching 2000 RPM , The ESC 912 generates an output signal that causes the control motor 810 or the control solenoid 812 to increase the capacity of the second hydraulic pump 806, and the output of the second hydraulic pump 806 is increased to generate the electric motor generator 803. So that the speed is maintained within the proper operating range.

  Furthermore, it is contemplated that the first hydraulic pump 804 and the second hydraulic pump 806 may be used simultaneously. In such a configuration, the ESC 912 generates an output signal to the control motor 810 or the control solenoid 812 in order to change the capacity of the second hydraulic pump 806. In such a configuration, a smaller first hydraulic pump 804 can be utilized when the second hydraulic pump 806 will provide additional capacity to meet the demand of the hydraulic system 805.

  The hydraulic system 805 of embodiments of the present invention can be utilized to power variable speed applications such as licks, pressure excavators, document shredders, and other variable speed devices in excavation.

  In addition, by using the variable displacement secondary hydraulic pump 806, the engine 802 and / or the electric motor generator 803 can be operated with more efficient settings, so that the hybrid electric with the PTO drive hydraulic system 800 can be used. Energy use by powertrain is improved. Therefore, the amount of fuel used or the required power is reduced.

  Turning now to FIGS. 10A-D, a hydraulic hybrid powertrain 1000 is illustrated. The hydraulic hybrid powertrain 1000 includes an internal combustion engine 1002 and a hydraulic pump 1004 that is connected to and driven by the PTO 1003. The PTO may be a PTO as described above, where the internal combustion engine 102 may be powered, or the electric motor generator 1005 and / or the internal combustion engine 1002 may be powered.

  Hydraulic hybrid powertrain 1000 further includes a hydraulic accumulator 1006 disposed in fluid communication with hydraulic pump 1004.

  The hydraulic accumulator 1006 is adapted to store pressurized hydraulic fluid from the hydraulic pump 1004. In addition, a hydraulic reservoir 1007 is provided in fluid communication with the hydraulic pump 1004. The hydraulic reservoir 1007 stores a low pressure hydraulic fluid that can be pressurized by the hydraulic pump 1004.

  An accumulator cutoff valve 1008 is disposed at the outlet of the hydraulic accumulator 1006. The accumulator cutoff valve 1008 controls the flow rate of the hydraulic fluid from the hydraulic accumulator 1006. The accumulator solenoid 1010 has an accumulator isolation valve 1008 between at least a first position that allows hydraulic fluid to flow from the hydraulic accumulator 1006 and a second position that prevents hydraulic fluid from flowing from the hydraulic accumulator 1006. Position. The accumulator solenoid 1010 can also position the accumulator isolation valve 1008 at various intermediate positions between the first and second positions to control the flow rate of hydraulic fluid from the hydraulic accumulator 1006. Intended.

  An accumulator transducer 1012 is disposed in fluid communication with the hydraulic accumulator 1006. The accumulator transducer 1012 provides an output signal for monitoring the pressure in the hydraulic accumulator 1006. The accumulator transducer 1012 is used to control the operation of the hydraulic pump 1004 so that the pressure in the hydraulic accumulator 1006 can be maintained at an operational level, even though the hydraulic pump 1004 can only be operated intermittently. To do.

  The hydraulic hybrid powertrain 1000 further includes a vehicle hydraulic system 1013. The vehicle hydraulic system 1013 can include an open central hydraulic system 1015a or a closed central hydraulic system 1015b, or both an open central hydraulic system 1015a and a closed central hydraulic system 1015b.

  The vehicle hydraulic system 1013 includes a vehicle hydraulic component transducer 1014. The vehicle hydraulic component transducer 1014 generates an output signal in response to a hydraulic load in the vehicle hydraulic system. Vehicle hydraulic component transducer 1014 is in electrical communication with ESC 1016. ESC 1016 is in electrical communication with RPM 1018, ECM 1024, operator display 1026, and gauge cluster 1028.

  The ESC 1016 monitors the output of the vehicle hydraulic component transducer 1014 and causes the RPM 40 to generate an output signal 1022 that is transmitted to the accumulator solenoid 1010 to position the accumulator isolation valve 1008. The RPM 1018 is further adapted to receive an input signal 1012 from the vehicle hydraulic system 1013 indicating that the vehicle hydraulic system 1013 has been activated. Accordingly, the RPM 1018 can generate an output signal 1022 that is transmitted to the accumulator solenoid 1010 to position the accumulator isolation valve 1008. It is also contemplated that the input signal 1020 from the vehicle hydraulic system 1013 can be utilized to generate an output signal 1022 for controlling the initial opening of the accumulator shut-off valve 1008. It is also contemplated that the input signal from the hydraulic component transducer 1014 can be utilized to generate an output signal 1022 for controlling the closing of the accumulator isolation valve 1008 when there is no hydraulic load in the vehicle hydraulic system 1013.

  The ESC 1016 can also be used to communicate with the ECM 1024 to reduce the speed of the internal combustion engine 1002 or even stop the engine 1002 when there is no hydraulic load in the vehicle hydraulic system 1013. Similarly, using the ESC 1016, the load present in the vehicle hydraulic system 1013 is not supported by the hydraulic pressure present in the hydraulic accumulator 1006, and the hydraulic pump 1004 is required to raise the pressure in the hydraulic accumulator 1006. In this case, the speed of the internal combustion engine 1002 can be increased via the ECM 1024.

  The accumulator transducer 1012 can be used to generate a message on the operator display 1026 or provide an indication on the gauge cluster 1028, allowing the operator to recognize the state of the hydraulic accumulator 1006.

  The accumulator shut-off valve 1008 reduces internal parasitic leakage in the vehicle hydraulic system 1013 by preventing hydraulic fluid from the hydraulic accumulator 1006 from flowing through the closed accumulator shut-off valve 1008.

  Turning now to FIG. 11, a hybrid electric powertrain with a PTO driven hybrid system 1100 is illustrated. A hybrid electric powertrain with a PTO-driven hybrid system 1100 includes an internal combustion engine 1102, an electric motor generator 1103, a PTO 1104, and a first hydraulic pump 1106 and a second hydraulic pump 1108. PTO 1104 is adapted to receive power from internal combustion engine 1102 or electric motor generator 1103. The PTO 1104 drives the first hydraulic pump 1106 and the second hydraulic pump 1108.

  As shown in FIG. 11, the first hydraulic pump 1106 is a fixed displacement hydraulic pump such as a vane pump, while the second hydraulic pump 1108 is a variable displacement hydraulic pump such as a piston pump.

  Typically, the internal combustion engine 1102 can be used to drive the PTO 1104 to power the first hydraulic pump 1106, while the electric motor generator 1103 typically drives the PTO 1104. Thus, it is contemplated to be used to power the second hydraulic pump 1108. The use of the first hydraulic pump 1106 or the second hydraulic pump 1108 often depends on the load level applied to the hydraulic system 1105. A large hydraulic load will utilize a first hydraulic pump 1106 driven by the internal combustion engine 1102 and a small hydraulic load will utilize a second hydraulic pump 1108 driven by an electric motor generator 1103.

  The PTO 1104 includes a first PTO shift mechanism 1110, a second PTO shift mechanism 1111, and a third PTO shift mechanism 1112 that are adapted to allow engagement and disengagement of the PTO 110. The first PTO shift mechanism 1110 and the second PTO shift mechanism 1111 are located on the PTO 1104, and the third PTO shift mechanism 1112 is located remotely from the PTO 1104.

  The hydraulic system 1105 shown in FIG. 11 further includes a reservoir 1114 that contains the hydraulic fluid used in the hydraulic system 1105. The reservoir is in fluid communication with the hydraulic motor 1116, hydraulic valve 1117, and hydraulic cylinder 1118 of the hydraulic system 1105 and provides the fluid necessary to operate the hydraulic motor 1116, hydraulic cylinder 1117, and hydraulic valve 1117.

  FIG. 11 also shows a hybrid electric powertrain controller 1120 with a PTO driven hydraulic system 1100. The control device 1120 has a first PTO request switch 1122. The first PTO request switch 1122 is disposed in a vehicle cabin of a vehicle having a hybrid electric powertrain equipped with a PTO drive hydraulic system 1100. The first PTO request switch 1122 may be a membrane switch equipped with a power transmission shift console. The first PTO request switch 1122 requires the operator to be in the vehicle compartment to activate the PTO 1104. The second PTO request switch 1124 is placed in conduction with the RPM 1126. The RPM 1126 is electrically connected to the ESC 1128 via a J1939 compliant cable 1130. The ESC 1128 is electrically connected to the ECM 1132 via a J1939 cable 1134. In addition, the power transmission device control module 1136 and the hybrid control module 1138 are connected to the cable 1134 and are therefore also electrically connected to the ECM 1132 and the ESC 1128. The second PTO request switch 1124 is attached to the TEM manufacturing equipment. An example of a second PTO demand switch 1124 application to be utilized is in aircraft refueling, where the PTO controller can be hardwired to the TEM fueling equipment installed in the truck. Many.

  A third PTO request switch 1140 is also provided. The third PTO request switch 1140 is a wireless request switch that conducts with the receiver 1142. Receiver 1142 is electrically connected to RPM 1126. Examples of applications in which the third PTO request switch 1140 is utilized include practical operation, recovery operation, and dangerous goods handling operation, or directing the operator to maintain a distance from the vehicle for safety Other uses that may be included.

  Accordingly, the controller 1120 presents various ways in which the PTO 1104 can be activated and deactivated using at least one of the PTO request switches 1122, 1124, 1140. It is contemplated that the controller may be programmed so that only a portion of the PTO request switches 1122, 1124, 1140 can control the PTO 1104. For example, in some embodiments, only the interior PTO request switch 1122 is activated to control the PTO 1104, and in other embodiments, the first PTO request switch 1122 and the third PTO request switch 1122 are used to control the PTO 1104. It is also contemplated that multiple PTO request switches, such as the PTO request switch 1140, may be activated together. It is also contemplated that the controller 1120 can be reprogrammed so that different PTO request switches 1122, 1124, 1140 can control the PTO 1104. For example, the controller 1120 may have only the first PTO request switch 1122, or only the second PTO request switch 1124, or only the third PTO request switch 1140 activated, and the other PTO request switch not activated. Can be programmed to be Alternatively, in the control device 1120, the first PTO request switch 1122 is a primary PTO 1104 operation control device, and at least one of the second and third PTO request switches 1124 and 1140 functions as a secondary PTO 1104 operation control device. Can be programmed. Similarly, in the control device 1120, at least one of the second and third PTO request switches 1124 and 1140 functions as a primary PTO 1104 operation control device, and the first PTO request switch 1122 functions as a secondary PTO 1104 operation control device. Can be programmed to do. According to another embodiment, the controller 1120 is configured such that one of the PTO request switches 1122, 1124, 1140 functions as a primary PTO 1104 actuation controller and the other PTO request switches 1122, 1124, 1140 are secondary. It can be programmed to function as a PTO 1104 actuation controller.

  In view of the foregoing, the PTO 1104 of the hybrid electric powertrain with the PTO driven hybrid system 100 can be engaged, disengaged, or re-engaged in more than one location. Such actuation is useful when the operator needs to move around the vehicle to activate the PTO drive accessory. For example, the operator may engage the PTO 1104 with one of the second and third PTO request switches 1124, 1140 and then deactivate the PTO 1104 at the first PTO request switch 1122. Since the controller 1120 is reconfigurable, the active PTO request switches 1122, 1124, 1140 can be reprogrammed based on the current usage of the vehicle.

  By integrating the ECM 1132, the power transmission device control module 1136, the hybrid control module 1138, and the ESC 1128, the operation of the hybrid electric powertrain with the TPO driven hybrid system 1100 includes the engine 1102, the electric motor generator 1103, and the hybrid motor. Associated with the operation of TEM equipment such as 1116. Thus, the operation of the PTO 1104 can cause the engine 1102 and the electric motor generator 1103 to operate such that the power supply to the PTO 1104 is selected based on the load applied to the system from the hydraulic pumps 1106, 1108. .

  FIG. 12 shows a hybrid electric powertrain with a TPO driven hybrid system 1200. A hybrid electric powertrain with a TPO drive hybrid system 1200 includes an internal combustion engine 1202, an electric motor generator 1203, a PTO 1204, a first hydraulic pump 1206, and a second PTO drive component that can be another hydraulic pump. including. PTO 1204 is adapted to receive power from either internal combustion engine 1202 or electric motor generator 1203 or from both internal combustion engine 1202 and electric motor generator 1203. The PTO 1204 drives the first hydraulic pump 1206 and the second PTO drive component.

  When the hydraulic pressure demand is high, it can be used to drive the PTO 1204 using the internal combustion engine 1202 to supply power to the first hydraulic pump 1206. When the hydraulic pressure demand is low, the electric motor generator 1203 is usually used. Can be used to drive the PTO 1204 and provide power to the first hydraulic pump 1206, while using either or both of the internal combustion engine 1202 and the electric motor generator 1203, the second It is contemplated that the PTO drive component 1208 will be powered.

  PTO 1204 has a first PTO shift mechanism 1210 and a second PTO shift mechanism 1211 adapted to allow engagement and disengagement of PTO 1204 and PTO drive components 1206, 1208.

  FIG. 12 also shows a hybrid electric powertrain controller 1220 with a PTO driven hybrid system 1200. Controller 1220 monitors the operation of internal combustion engine 1202, electric motor generator 1203, and PTO 1204 and PTO drive components 1206, 1208. The first PTO shift mechanism 1210 provides a first feedback signal 1222 to the RPM 1224. The RPM 1224 is electrically connected via the J1939 compliant cable 1228 and is electrically connected to the ESC 1226. The ESC 1226 is electrically connected to the ECM 1230 via a J1939 cable 1232. The power transmission device control module 1234 and the hybrid control module 1236 are further connected to the cable 1232 and thus are also electrically connected to the ECM 1230 and the ESC 1226. The second PTO shift mechanism 1211 provides a second feedback signal 1238 directly to the ESC 1226.

  The first feedback signal 1222 and the second feedback signal 1238 allow the controller 1220 to monitor the amount of time that the PTO drive components 1206, 1208 are in operation. Thus, whenever any of the PTO drive components 1206, 1208 are in use, the controller 1220 determines which of the PTO drive components 1206, 1208 is in operation, and whether the PTO drive components 1206, 1208 are in operation. It will recognize the length of time it has been activated.

  Alternatively, the air solenoids 1240a, 1240b can generate output signals 1242a and 1242b that are in electrical communication with the ESC 1226. The air solenoids 1240a, 1240b can be utilized by a system that activates and deactivates the PTO shift mechanisms 1210, 1211 using air pressure.

  The ESC 1226 further monitors the output of the ECM 1230 and hybrid control module 1236 to determine the amount of torque output by one or both of the internal combustion engine 1202 and the electric motor generator 1203 used to power the PTO 1204. Thus, the ESC 1226 can track the percentage of torque utilized by the PTO 1204 and derived from the internal combustion engine 1202 and the percentage of torque derived from the electric motor generator 1203. By monitoring the percentage of torque originating from internal combustion engine 1202 and the percentage of torque originating from electric motor generator 1203, controller 1220 tracks all use of PTO 1204, not just from the internal combustion engine. Is possible.

  Display 1244 relates to the amount of time that PTO 1204 is in operation, collected by ESC 1226, as well as the percentage of torque supplied to PTO 1204 from internal combustion engine 1202 and the percentage of torque supplied to PTO 1204 from electric motor generator 1203. Information can be represented visually. In addition, the ESC 1226 provides the amount of time that the PTO 1204 is in operation via the transmitter 1246 and the percentage of torque supplied to the PTO 1204 from the internal combustion engine 1202 and the electric motor power so that remote tracking of the PTO 1204 operation can be performed. Information regarding the proportion of torque supplied to the PTO 1204 originating from the generator 1203 can be provided.

  Turning to FIG. 13, a hybrid electric powertrain with a PTO driven hydraulic system 1300 is shown. A hybrid electric powertrain with a PTO driven hydraulic system 1300 includes an internal combustion engine 1302, an electric motor generator 1303, a PTO 1304, and a first hydraulic pump 1306 and a second hydraulic pump 1308. The PTO 1304 is adapted to receive power from either the internal combustion engine 1302 or the electric motor generator 1303. The PTO 1304 drives the first hydraulic pump 1306 and the second hydraulic pump 1308.

  As shown in FIG. 13, the first hydraulic pump 1306 is a fixed displacement hydraulic pump such as a vane pump, while the second hydraulic pump 1308 is a variable displacement hydraulic pump such as a piston pump.

  Typically, the internal combustion engine 1302 can be used to drive the PTO 1304 to supply power to the first hydraulic pump 1306, while the electric motor generator 1303 typically powers the second hydraulic pump 808. It is intended to be used to supply. The use of the first hydraulic pump 1306 or the second hydraulic pump 1308 often depends on the load level applied to the hydraulic system 1305. A large hydraulic load will utilize a first hydraulic pump 1306 driven by the internal combustion engine 1302 and a small hydraulic load will utilize a second hydraulic pump 1308 driven by an electric motor generator 1303.

  The hydraulic system 1305 shown in FIG. 13 further includes a reservoir 1314 that contains hydraulic fluid used in the hydraulic system 1305. The reservoir is in fluid communication with the hydraulic motor 1316, the hydraulic valve 1317, and the hydraulic cylinder 1318 of the hydraulic system 1305 and provides the fluid necessary to operate the hydraulic motor 1316, the hydraulic cylinder 1318, and the hydraulic valve 1317.

  FIG. 13 also shows a hybrid electric powertrain controller 1320 with a PTO driven hydraulic system 1300. The control device 1320 has a first PTO request switch 1322. The first PTO request switch 1322 is arranged in a vehicle cabin of a vehicle having a hybrid electric powertrain equipped with a PTO drive hydraulic system 1300. The first PTO request switch 1322 may be a membrane switch equipped with a power transmission shift console. The first PTO request switch 1322 requires the operator to be in the vehicle cabin to activate the PTO 1304. The second PTO request switch 1324 is placed in conduction with the RPM 1326. The RPM 1326 is electrically connected to the ESC 1328 via a J1939 compliant cable 1330. The ESC 1328 is electrically connected to the ECM 1332 via a J1939 cable 1134. In addition, the power transmission device control module 1336 and the hybrid control module 1338 are connected to the cable 1334 and are therefore also electrically connected to the ECM 1332 and the ESC 1328. The second PTO request switch 1324 is attached to the TEM manufacturing equipment.

  A third PTO request switch 1340 is also provided. The third PTO request switch 1340 is a wireless request switch that conducts with the receiver 1342. Receiver 1342 is electrically connected to RPM 1326.

  A fourth PTO request switch 1325 substantially identical to the second PTO request switch 1324 can also be provided.

  Accordingly, the controller 1320 presents various ways in which the PTO 1304 can be activated and deactivated using at least one of the PTO request switches 1322, 1324, 1325, 1340.

  The second, third, and fourth PTO request switches 1324, 1340, 1325 are located outside the vehicle having a hybrid electric powertrain with a PTO driven hydraulic system 1300, so that the operator can control It is necessary to notify that 1320 has detected a request from the PTO request switch 1324, 1340, 1325. A mode selector switch 1340 disposed in the passenger compartment utilizes at least one of a visual PTO activation indicator 1342 or an audible PTO activation indicator 1340, such as an active PTO 1304 or an inactive PTO 1304, such as a PTO 1304. It becomes possible to show a change in operation. Visual PTO activation indicator 1342 and audible PTO activation indicator 1340 are electrically connected to RPM 1326. For example, it is contemplated that light may be utilized as the visual PTO activation indicator 1342 and a speaker may be utilized as the audible PTO activation indicator 1340. The operator can select an appropriate visual PTO activation indicator 1342 and audible PTO activation indicator 1340 depending on the environment in which the vehicle with the hybrid electric powertrain with the PTO driven hydraulic system operates. For example, if the vehicle is in a noisy environment, visual PTO activation indicator 1342 may be more appropriate, and if the vehicle is in a bright environment, audible PTO activation indicator 1340 may be selected.

  The visual PTO activation indicator 1342 is also contemplated to provide a different notification, such as lighting, when the PTO 1304 is in an active state, rather than a flashing light or the like when the PTO 1304 is in an inactive state. Similarly, when the PTO 1304 is in the active state, it is contemplated to provide different notifications, such as a continuous sound over a period of time, rather than an intermittent tone when the PTO 1304 is in the inactive state.

  It is further contemplated that both visual PTO activation indicator 1342 and audible PTO activation indicator 1340 may be utilized simultaneously to provide notification of the status of PTO 1304.

  FIG. 14 shows a hybrid electric powertrain with a PTO driven hydraulic system 1400. A hybrid electric powertrain with a PTO driven hydraulic system 1400 includes an internal combustion engine 1402, an electric motor generator 1403, a PTO 1404, and a first hydraulic pump 1406 and a second hydraulic pump 1408. The PTO 1404 is adapted to receive power from either the internal combustion engine 1402 or the electric motor generator 1403. The PTO 1404 drives the first hydraulic pump 1406 and the second hydraulic pump 1408.

  The hydraulic system 1405 shown in FIG. 14 further includes a reservoir 1414 that stores hydraulic fluid used in the hydraulic system 1405. The reservoir is in fluid communication with the hydraulic motor 1416, hydraulic valve 1417, and hydraulic cylinder 1418 of the hydraulic system 1405 and provides the fluid necessary to operate the hydraulic motor 1416, hydraulic cylinder 1418, and hydraulic valve 1417.

  FIG. 14 also shows a controller 1420 for a hybrid electric powertrain with a PTO driven hydraulic system 1400. The controller 1420 has a wireless PTO request switch 1422 that is in communication with the receiver 1424. The PTO request switch receiver 1424 is placed in conduction with the RPM 1426. The RPM 1426 is electrically connected to the ESC 1428 via a J1939 compliant cable 1430. The ESC 1428 is electrically connected to the ECM 1432 via a J1939 cable 1434. In addition, a power transmission device control module 1436 and a hybrid control module 1438 are connected to the cable 1434 and thus are also electrically connected to the ECM 1432 and the ESC 1428.

  Wireless PTO request switch 1422 further includes a PTO engagement switch 1440, an internal combustion engine control switch 1442, and a remote equipment shutdown 1444. In order to utilize the PTO engagement switch 1440, the internal combustion engine control switch 1442, and the remote equipment shutdown 1444, the wireless PTO request switch 1422 sends a signal to the receiver 1424. The RPM 1426 temporarily turns off the output of the RPM 1426 to the receiver 1424, the receiver 1424 releases the latch output state, and the PTO engagement switch 1440 shuts off the PTO 1404. Allow the signal to change. Before this controller 1420 can turn off the output of the RPM 1426 to the receiver 1424, any other such as an activated parking brake and a vehicle ignition key in place. Necessary interlock can be surely dealt with. Thus, if the PTO 1404 is shut down based on an interlock condition that is no longer supported, the PTO request switch 1422 will not be able to reactivate the PTO 1404 under the assumption that the interlock condition is still not supported. .

  The output of RPM 1426 to receiver 1424 can be turned off for a period of about 100 ms. Such a time period is sufficiently short that the operator is unlikely to make another control request during that time period, and is sufficiently short that the operator is not likely to notice any delay in the operation of the TPO 1404. It is. Therefore, the operator can change the operating state of remote equipment such as the PTO 1404, the internal combustion engine 1402, or the hydraulic motor 1416 without using the PTO request switch 1422 without having to enter the passenger compartment.

1 Vehicle 2 Aerial Lift Unit 3 Lower Boom 4 Upper Boom 5 Bucket 6 Support 7 Rotating Support Bracket 8 Pivot Mount 9 Lift Unit 10 Pivot Connection 11 Lower Boom Cylinder 12 Cylinder Rod 13 Pivot 16 Pivot

Claims (20)

A vehicle equipped with a power take-off operation using direct application of power from a hybrid electric powertrain,
A controller area network;
An in-vehicle computer connected to the controller area network for receiving a plurality of chassis input signals;
The controller area network further includes an electronic control module, a power transmission device control module, and a hybrid control module, and the electronic control module is electronically connected to the power transmission device control module and the hybrid control module. ,
The vehicle further comprises:
A data link based remote power module installed on the vehicle to generate a vehicle demand signal for initiating operation of the vehicle hybrid electric powertrain in the power take-off operation;
A plurality of PTO request switches electrically connected to the controller area network;
And the vehicle-mounted computer is programmable to accept a signal from one of the PTO request switches to change the operating state of the power take-off operation.   The hybrid electric of claim 1, wherein the hybrid electric powertrain includes an internal combustion engine and an electric motor / generator system, wherein at least one of the internal combustion engine and the electric motor / generator system supplies torque to the power take-off operation. A vehicle equipped with power take-off using direct application of power from the powertrain.   The vehicle has an internal combustion engine connected to the electric motor / generator system, and enables the operation of the electric motor / generator system to be performed simultaneously with the operation of a direct power take-off operation from the internal combustion engine. The vehicle according to claim 2, which is a parallel type hybrid electric power train.   The vehicle of claim 1, wherein at least one of the PTO request switches is a remote PTO request switch.   The vehicle of claim 1, wherein the in-vehicle computer is programmable to select at least one of the PTO request switches as an active PTO request switch.   The onboard computer is programmable to select at least one of the PTO request switches as a primary PTO request switch and to select at least another of the PTO request switches as a secondary PTO request switch. 5. The vehicle according to 5.   The vehicle according to claim 6, wherein the secondary PTO request switch is operable to only block the power take-off operation. A vehicle control system equipped with a power take-off operation using direct application of power from a hybrid electric powertrain,
A controller area network having an electronic control module, an in-vehicle computer, and a remote power module;
A plurality of PTO request switches electronically connected to the controller area network;
A control system that is programmable so that the in-vehicle computer accepts a signal from one of the PTO request switches to change the operating state of the power take-off operation.   9. The control system of claim 8, wherein at least one of the plurality of PTO request switches is a remote PTO request switch having a receiver electrically connected to the remote power module.   9. The control system of claim 8, wherein at least one of the plurality of PTO request switches is programmed as a primary PTO request switch and another at least one of the PTO request switches is programmed as a secondary PTO request switch.   The control system of claim 10, wherein the primary PTO request switch is operable to engage the power take-off operation and shut off the power take-off operation.   The control system of claim 11, wherein the secondary PTO request switch is operable to interrupt the power take-off operation.   The control system of claim 10, wherein at least two of the plurality of PTO request switches are primary PTO request switches. A method for engaging a power take-off device of a vehicle equipped with a power take-off operation using direct application of power from a hybrid electric power train, comprising:
Programming the controller area network to accept a PTO request signal from at least one of the plurality of PTO request switches;
Determining whether a PTO request signal from at least one of the plurality of PTO request switches is an active PTO request switch;
Modifying the power take-off operating state when the PTO request signal is due to an active PTO request switch;
Including methods.   The method of claim 14, wherein at least one of the PTO request switches is a remote PTO request switch.   The method of claim 14, wherein at least one of the PTO request switches is a PTO request switch installed in a console.   The method of claim 14, wherein at least two of the plurality of PTO request switches are active PTO request switches.   The method of claim 17, wherein at least one of the PTO request switches is a primary PTO request switch and at least one of the other PTO request switches is a secondary PTO request switch.   The method of claim 18, wherein at least one of the other PTO request switches is operable to disengage a power take off device.   The method of claim 14, wherein the PTO request switch communicates to the controller area network via a remote power module.

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