WO2004074031A1 - Systeme permettant de commander des moteurs multiples dans un vehicule composite a commandes des gaz independantes en cas de freinage d'urgence - Google Patents

Systeme permettant de commander des moteurs multiples dans un vehicule composite a commandes des gaz independantes en cas de freinage d'urgence Download PDF

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Publication number
WO2004074031A1
WO2004074031A1 PCT/AU2003/000205 AU0300205W WO2004074031A1 WO 2004074031 A1 WO2004074031 A1 WO 2004074031A1 AU 0300205 W AU0300205 W AU 0300205W WO 2004074031 A1 WO2004074031 A1 WO 2004074031A1
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WO
WIPO (PCT)
Prior art keywords
engine
throttle
driver
braking
idle
Prior art date
Application number
PCT/AU2003/000205
Other languages
English (en)
Inventor
Mark James Stummer
Original Assignee
Cooper, James, W.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cooper, James, W. filed Critical Cooper, James, W.
Priority to CA002482847A priority Critical patent/CA2482847A1/fr
Priority to AU2003303903A priority patent/AU2003303903B2/en
Priority to PCT/AU2003/000205 priority patent/WO2004074031A1/fr
Publication of WO2004074031A1 publication Critical patent/WO2004074031A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/005—Combinations with at least three axles and comprising two or more articulated parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D59/00—Trailers with driven ground wheels or the like
    • B62D59/04—Trailers with driven ground wheels or the like driven from propulsion unit on trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/08—Arrangement or mounting of internal-combustion or jet-propulsion units comprising more than one engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering

Definitions

  • the present invention is directed to a throttle control system of a secondary engine in a multi-combination vehicle where there are at least two engines, each engine being controlled by a separate throttle control.
  • the multi-combination vehicle includes a truck and a power trailer.
  • a standard pedal throttle provides the throttle control for the truck engine whilst the throttle for the power trailer engine is provided by a separate throttle control, typically a hand throttle.
  • the present invention is particularly useful in the case where the transmission systems of the truck and the power trailer may not be matched, such as the case where the truck transmission is a manual one and the power trailer transmission an automatic one. It is to be understood that the above invention is not limited to a multi -combination vehicle, it may also equally well apply to any vehicle having two or more engines even if it is only one vehicle having two engines.
  • Underground mines typically have a central lifting or winding shaft to bring the mined ore to the surface. These shafts require a dedicated receival point. To get the ore to that point mines typically have a dedicated rail system that is level and route specific. Underground mine haulage or dump trucks are used to transport the ore from various mining levels both above and below the rail haulage level to the dedicated rail system that then transports the ore to the lifting shaft receival point. The trucks are always a single unit that is either rigid or pivot steered. This type of arrangement has a number of distinct disadvantages.
  • the dump trucks cause a significant amount of hot air per ton of ore hauled to be exhausted into the mine.
  • Cold ventilation air has to be continually pumped into the mine via ventilation shafts, and one of the major costs in establishing underground mines is the construction and drilling of ventilation shafts.
  • the time that they can operate underground is limited, particularly due to excess heat they produce. To reduce the heat, the dump trucks have to move relatively slowly.
  • a railway system especially one underground, is relatively expensive to install and operate due to the cost of acquiring the locomotive and installing the fixed railway system and the associated maintenance costs. Furthermore the underground railway system being route-specific is not flexible to changes in route without incurring the expense of installing additional railway tracks. As each new mining area opens, it is necessary to incur the cost of installing new track for the railway system, or to use the dump tracks as described above whose efficiency decreases with the increasing distances they have to tra ⁇ el.
  • the central lifting or winding shaft is quite expensive, the cost running into tens of millions of dollars and is of a fixed location. As the mine expands the distance from the ore face to the central shaft becomes important in the cost of operating the mine.
  • the dump trucks may be used to transport the ore directly above ground. Because of the limitations described above, especially low speed and the heat they produce, and with the incUnation within underground mines generally being constant, the depth of a mine that can be realistically accessed by these dump trucks is therefore limited, typically to a depth of hundreds of metres.
  • these tracks are not suitable when there may be satellite mines, that is, mines that are some distance away from the processing plant. In particular, these tracks have never been designed to be a transportation system for various reasons including the following:
  • Another way of transporting the ore is by using highway-type road vehicle combinations or multi-combination vehicles. These vehicles are limited by their horsepower, tractive or braking efforts or capacities, manufacturers' ratings of various componentry, directional stabiUty behaviour, swept path characteristics, gradabiUty and startability.
  • multi-combination vehicles such as over-the-road vehicles are known. They include a track coupled to a plurality of trailers and converter dollies. Until recently these vehicles have included a single power source, generally a diesel engine, with the vehicles being limited to a payload of some 170 tonnes, and a gradient not exceeding 5%.
  • These multicombinalion vehicles commonly referred to as "road- trains", have been in use for some time, particularly in Australia, for the purpose of hauling mined products, or the commodities of other industries, over aboveground roadways.
  • Conventional above-ground road-trains are typically designed for use at relatively high speed and on relatively flat ground. They are limited by their horse power, tractive or braking efforts and their capacities that are defined by manufacturers ratings, directional stability behaviour, swept path characteristics, gradabiUty and startability. Accordingly they have limited uses for operation in mines.
  • the location of the mechanical couplings between each adjacent pair of vehicles in a multi-combination vehicle as described above is positioned to maintain the side-to- side sway, or yaw, of the last vehicle within acceptable limits for above-ground, over- the-road applications.
  • the location is not compatible for operation within an underground mine due to the relatively low operating speeds as well as the relatively narrow tunnels and small radius bends found in underground mines.
  • Specially configured multi-combination vehicles have been developed recently which have a significantly reduced swept path width as compared to conventional aboveground road-trains. This enables these vehicles to be used to transport various payloads such as mined ores, over the roadways existing in an underground mine.
  • United States Patent No. 6,062,801 issued on May 16, 2000 and United States Patent No.
  • multi-combination vehicles for dedicated road haulage such as mineral concentrate haulage operated at a 170 ton payload, as noted previously.
  • the payload of the multi-combination vehicle with a single track Since the cost of haulage is determined mainly on weight, if one can increase the total haulage that can be moved by a single vehicle that does not require additional operators, the cost benefit is substantial. This is especially so if ore can be hauled directly from within a mine to a processing plant without needing to be reloaded onto another transport system.
  • multi-combination vehicles In order to further improve multi-combination vehicles and provide even greater advantages to the operators using these vehicles, multi-combination vehicles have been developed which utilise a track and an additional motive power source advantageously located within the chassis of a trailer and which include a unique cooling system that enables operation of the multi-combination vehicle at low speeds, on steeper gradients and with a greater payload than previously known.
  • International Patent Application No. PCT/AUO 1/01154 expressly incorporated by reference herein in its entirety, discloses a multi-combinational vehicle including a power trailer having an engine that overcomes the foregoing problems of traction and cooling of such multi-combination vehicles.
  • PCT/AUO 1/01568 discloses various features that may be incorporated in the drive trains of multi-combination vehicles of this type. These multi-combination vehicles, which have the ability to traverse different mining levels, have removed the need for conventional dump truck haulage from the ore face to the rail head, and also have enabled the vehicle to haul ore directly from the ore face from any underground level via an access tunnel directly to a processing plant, thereby eliminating the need for the lifting shaft.
  • these types of multi-combination vehicles coupled with specifically configured power trailers can be used above ground to transport ore directly to a processing plant eliminating the need for other dump trucks, increasing the total payload from some 170 tons to 270 ions whilst staying within the manufacturer's rating and at the same time increasing the general behaviour pattern, thereby creating a safer multi-combination vehicle.
  • the inventor is unaware of any multicombination vehicle having a manual transmission track and a powered trailer, whether it is for above ground or underground use of the type described above, where the throttle control for each engine is independent and where the power trailer engine throttle is disengaged or bypassed when the driver applies braking, in particular emergency braking.
  • the present invention discloses a control system for use in multi- combination vehicles that enables control of a vehicle including a multi-combination vehicle or "road-train” under emergency braking.
  • a system for the control of engines in a vehicle operable by a driver and having at least two engines and a braking means said system including: a first throttle control operating said first of two engines said throttle control operable by said driver; a second throttle control operating said second of said two engines and operable by said driver; a braking means operable to cause said vehicle to brake, said braking means being a brake pedal operable by said driver; a brake sensing means adapted to cause said second engine to idle when said driver appUes braking regardless of the operation of said second throttle control.
  • said first throttle control is a biased pedal that when in its rest position causes said first engine to idle
  • said biased pedal is operable by a foot of the driver.
  • said braking means is air operated and said brake sensing means is an air switch adapted to cause the said second engine to idle when said braking applied by the driver is greater than a pre-determined value.
  • said pre-determined value is greater than 30 psi.
  • said second throttle control is a hand throttle control operable between a first and a second position, wherein in said first position the second engine is caused to idle and in said second position said second engine is caused to be at full throttle, the hand throttle remaining in its operating position between said first and second positions independently of the operation of said first throttle, wherein when said driver applies braking said second engine is caused to idle regardless of the operating position of said hand throttle.
  • said second engine is caused to idle and to remain in the idle position until the hand throttle is operated to a reset position.
  • said reset position is said first position of said second throttle, wherein said second engine is caused to idle.
  • said system is applied to a multi-combination vehicle including a truck and a trailer, said track powered by said first engine and said trailer powered by said second engine.
  • a multi-combination vehicle operable by a 'driver including: a powered towing unit having a first engine controlled by a first throttle, said first throttle being operable by said driver; a power trailer, said powered towing unit and said power trailer being mechanically coupled to one another in a series arrangement, said power trailer having a second engine controlled by a second throttle, said second throttle being operable by said driver independently of said first throttle; a braking means operable by said driver to apply braking to said multi-combination vehicle; a braking sensing means adapted to sense when said braking has been applied by said driver; a second engine throttle control means wherein when said braking sensing means senses that braking has been applied, said second engine control means causes said second engine to idle regardless of the second throttle.
  • said second engine has been forced to idle, said second engine remains in the idle position until said hand throttle is brought back to an idle position.
  • Figure 1 is a left side elevation of a multi-combination vehicle according to one embodiment of the present invention, with the vehicle incorporating several vehicle trailers and several power trailers;
  • Figure 2 is a front perspective view of a power trailer included in the multi- combination vehicle according to the present invention.
  • Figure 3 is a rear perspective view of the power trailer of Figure 2:
  • Figure 4 is a right hand side elevation view of the power trailer shown in Figure 2;
  • Figure 5 is a left side elevation of the power trailer shown in Figure 2;
  • Figure 6 a left side elevation view of a multi-combination vehicle according to an alternative embodiment of the present invention.
  • Figure 7 is a perspective view illustrating an electronic hand-throttle control according to the present invention.
  • Figure 8 is a schematic circuit diagram illustrating the system for control of two engines under braking according to the present invention.
  • Figure 9 is a flow chart illustrating the logic behind the control of two engines according to the present invention.
  • FIG. 1 a multi- combination vehicle 10 including a truck 12 mechanically coupled to a plurality of trailers 14.
  • a power trailer 16 extends from forwardly located trailers 14a and 14b and a further trailer 14c is coupled to the power trailer 16.
  • a second power trailer 18 is coupled to the last trailer 14c. It is however to be understood that the multi-vehicle combination may include one or more power trailers, depending on the application.
  • the track 12 includes a chassis or frame 20 and a rear axle assembly 22, which is suspended from and disposed below the chassis 20.
  • Forward axle 24 comprises the steering axle of the track 12.
  • the rear axle assembly 22 is suspended from chassis 20 via suspension 26 and includes wheeled axles 28. Both of the wheeled ades may be driving axles, or alternatively only one is a driving axle.
  • the driving axles may be a tridem axle assembly in lieu of the tandem axle assembly 22 and possibly suspended with a mechanical suspension.
  • the truck 12 further includes a motive power source 30 and a transmission (not shown) for transmitting torque from the motive power source 30 ⁇ o the drive aides 23.
  • the motive power source comprises a diecel engine and the transmission for transmitting torque from the engine 30 to the drive axles 28 includes a gear box, a drive shaft, and a differential (not shown).
  • the motive power source 30 may comprise other types of internal combustion engines utilising a variety of fuels.
  • the track includes a draw frame 32 attached and rearwardly extending from the chassis 20.
  • a coupling 34 is attached to the rear of the draw frame 32 and connected with a drawbar 36 on the trailer 14a.
  • a bin 38 accommodates payload to be carried by the track and may be adapted to be side tipping by being hingedly attached to the frame 20 (not shown).
  • Each of the trailers 14a, 14b, and 14c includes a converter dolly 40 and a semi- trailer 42, said semi-trailer having a chassis 44, a forward end with a coupling system 46 that pivotably attaches to a ball-race turntable 48 on the converter dolly.
  • This enables the converter dolly to pivot relative to the semi-trailer about a generally vertical axis of rotation passing through the centre of the ball-race turntable.
  • Other embodiments may however equally well be used, such as an oscillating ball-race turntable or a grease plate.
  • the drawbar 36 is hingedly connected through pivot 50 to the chassis 52 of the converter dolly 40 and accommodates for any change in the grade of the road surface.
  • the trailers 14a, 14b, and 14c further include draw frames 54 attached and rearwardly extending from the chassis 44.
  • a coupling 56 is attached to the rear of the trailer draw frames 54 and is connected with a drawbar 36 on the next trailer or power trailer.
  • a bin 58 accommodates payload to be carried by the trailer and may be adapted to be side-tipping by being hingedly attached to the frame (not shown).
  • Each trailer includes a rear axle assembly 60 typically having three axles, the mechanical details of which are well known in the art.
  • Power trailer 16 is coupled to trailer 14b using coupling arrangements as described above.
  • the power trailer 16 includes the same mechanical features as with the other non-powered trailers 14a, 14b, and 14c, such as semi-trailer 42, with the addition of an engine 62 suspended generally half-way along chassis 70 and a cooling means 64 located at the front of the power trailer 16 positioned to take into account the movement necessary during a turn. Extending the chassis 66 of the power trailer dolly 68 enables the addition of the cooling means 64. Alternatively, although not shown, the cooling means 64 may be accommodated on the front of the chassis 70 of the power trailer by shortening the bin 72 when compared with the bin 58 of a non-powered trailer.
  • a transmission system provides motive power to the rear axle assembly 74 of the power trailer 16.
  • Power trailer IS also includes engine 62 mechanically coupled to the rear drive axle assembly 74 but includes the cooling means 64 located at the rear of the power trailer thereby eliminating the requirement for the extra length in the chassis of the dolly as was the case in power trailer 16 and instead extending the rear 76 of the chassis 70 to support the cooUng means 64.
  • the power trailer such as power trailer 18 having the cooling means 64 at the rear end thereof but having a double axle rear axle assembly 78.
  • the power trailer includes semi-trailer 42 having a chassis 70 including a rear extension 76.
  • the chassis 70 includes a pair of longitudinally extending side members 80 and a plurality of transverse cross-members (not shown) interconnecting and attached to the side members 80.
  • the rear axle assembly 78 is suspended from chassis 70 typically by air suspension (not shown).
  • the semi-trailer 42 may include a conventional mechanical spring assembly.
  • the side members 80 support or form part of the load carrying stracture such as bin 72.
  • the load carrying stracture may be a side tipping trailer, a stock crate, a fuel tank, or any other type of structure for supporting a load.
  • the power trailer includes a draw frame 82 attached and rearwardly extending from the chassis 70.
  • a coupling 84 is attached to the rear of the draw frame 82 and connected with a drawbar 36 on the next trailer or power trailer and may be adapted to be side-tipping by being hingedly attached to the chassis 70 (not shown).
  • the rear axle wheel assembly 78 includes wheeled axles 86. Extending above said wheeled axles are members 88 that may be used to support mudguards and the Uke 90.
  • the wheeled axles 86 include a plurality of tires 92 mounted thereon for supporting the semi-trailer as it travels over a road surface.
  • a motive power source or engine 62 suspended generally centrally between the side members 80 and centrally within the chassis 70.
  • a transmission 94 provides driving power from the engine 62 to the axle assembly 78 where one or more of the wheeled aides S6 may be driven.
  • the engine is typically a diesel engine and may be advantageously include a turbocharger (not shown).
  • the separation between the side members 80 is generally larger than that conventionally found on existing semi-trailers.
  • the standard width of the wheeled axles is kept the same to keep the vehicle roadworthy. This has necessitated mounting the power trailer suspension under the side members rather than on their side.
  • the engine 62 is supplied with combusting air through an air inlet 96. The air is then fed through to the engine via air pipe 98 and through appropriate filters. Exhaust gases are vented from the engine through exhaust outlet 100.
  • the cooling means 64 includes a radiator 102 to assist in cooling the engine by using an appropriate cooling fluid or coolant.
  • the engine cooling means or the radiator 102 is mounted at the rear of the power trailer on top of frame extension 76 that extends further rearwardly from the chassis 70.
  • the length of the frame would be extended to accommodate the radiator positioned along the frame.
  • the frame may very well remain the same length as in conventional trailers, but the length of the bin 72 would be shortened to provide sufficient space to accommodate the radiator.
  • the radiator 102 includes coolant coils mounted in a housing 106. An air fan
  • the air fan 108 is mounted behind coils and is driven to draw air through the coils. Located in front of the coils is a grill 110 to offer some protection to the coils from damage by debris.
  • the air fan 108 typically includes a hydraulic motor 112 driven by the supply of hydraulic fluid through conduits 114 and 116.
  • the air fan 108 is also housed in a protective grill 118 and is supported in position by support bars 120 extending between the top and bottom of the housing 106.
  • Coolant is supplied to the radiator through inlet pipe 122 and back to the engine through outlet pipe 124.
  • the significant distance between the radiator and the engine means that the length of pipes transporting the coolant is quite long. This in itself provides an advantage in that the volume of coolant for the engine system has been greatly increased as compared to conventional engine designs where the radiator is located in front of the engine.
  • the volume of the pipes effectively acts as a large coolant store.
  • /arious compartments 126 and 128 that house the necessary control and sensing equipment for the engine such as engine starting controls and diagnostic instruments.
  • these systems include communication means with the truck so that the driver is kept advised as to the general status of the power trailer engine.
  • Power trailer fuel tanks 130 are located above the right hand side of the rear axle assembly 78 and act as pseudo mudguards.
  • Side-tipping hydraulic arms 132 and 134 are provided at the front and rear of the bin respectively whilst arms 136 and 138 control opening the side of the bin 72.
  • FIG. 6 illustrates a multi-combination vehicle 135 wherein instead of a power- trailer as illustrated earlier, there is at least one "B-double" trailer 137 incorporating a power trailer 140 coupled to a trailer 142.
  • the trailer 142 includes a rear axle assembly 144 that acts as a dolly for the power trailer 140.
  • Power trailer 140 includes a tri-axle rear axle assembly 146, the configuration of the other components being similar to those described earlier and well known in the art.
  • Rear axle assembly 144 is a quad-axle assembly. It is however to be understood that the assembly may have less axles than shown, such as a tri-axle assembly.
  • a B-double trailer 137 configuration has been found to provide improved directional stability. In the case of a long multi-combination vehicle, this enables the operator to assemble a multi-combination vehicle having a total combination of approaching up to 10 trailers and power trailers.
  • control system the subject of the present invention relates to a multi-combination vehicle of the type where the track and the power trailer tl rottle controls are independent of each other. Guch an arrangement would typically be used where the track transmission is a manual type one whilst the trailer is an automatic one. Since a driver would not be able to control manual transmission systems of two engines, the transmission system of the power trailer is an automatic one. However, it is not intended to limit the multicombination vehicle to a track of the manual transmission type.
  • the present invention may be used in a multicombination vehicle where the track and power trailer both have an automatic transmission and where the throttle controls are separate. For brevity, the following description assumes that the track utilises a manual transmission.
  • Each of the engines includes engine on-board computer management systems, which not only measure a number of parameters such as the torque, fuel injected, and the engine rpm's (revolutions per minute) but also enable a throttle input to drive the engine.
  • the throttle for the truck is typically an electronic pedal where the amount of throttle provided to the engine is proportional to the depression of the pedal. Such a throttle is typically biased so that it requires a constant force to keep the throttle in the one position.
  • cruise control system that may be employed to keep the truck ranning at a preset speed or preset fuel consumption.
  • the control system 148 for the power trailer engine is located within easy reach of the driver's hand and is illustrated in Figure 7.
  • the control system 148 communicates with the power trailer engine via cables 150 and 152.
  • control system 148 Located on the control system 148 is a trailer ignition key 154 and hand throttle 156 as well as a transmission control pad 158 having a display 160 and enabUng the driver to control the automatic transmission as is well known in the art.
  • the control system 148 includes diagnostic indicators such as a tachometer 162 and various visual indicators such as lamps 164 provide a visual warning to the driver if, for example, the oil temperature, water temperature and air pressure are not in the acceptable range.
  • the hand throttle control 156 is a pivotable variable throttle lever, between a first position setting the engine speed to idle and in a second position ranning the engine "flat-out” or full throttle. The lever remains in its location until operated on by the driver, that is it is not biased to the idle position.
  • the present invention force the trailer engine to idle as soon as the driver has applied emergency braking. Whilst this is appropriate so long as the driver keeps the necessary pressure on the braking system, there is a further issue in that when the braking has been removed the trailer engine would then power up again. This may also be undesirable in situations where the driver has fully stopped only to find that once braking has been removed the trailer engine starts to propel the vehicle yet again.
  • the present invention also provides for a system where when the driver or operator of the multicombination vehicle applies braking, the hand throttle signal to the power trailer engine is ignored to force the trailer engine to idle regardless of the position of the hand tlirottle, hereinafter referred to as "forced idle", and to keep it in that position even if the braking is then removed.
  • the forced idle occurs only when a predetermined threshold level of braking is applied so that when the driver applies only a gentle braking, forced idle is not activated.
  • the hand throttle is inactive even when the vehicle has stopped until the hand throttle is brought back to a pre-determined position at which point the circuit controlling the forced idle is deactivated. Typically this requires the hand throttle to be brought back to the idle position that then enables the operator to power up the power trailer engine as normal.
  • the trailer automatic transmission is forced from a lock-up mode or direct drive mode to a torque converter mode to quickly release power and prevent the power trailer engine from stalling.
  • An additional feature of the invention is that the power trailer automatic transmission is forced to neutral to immediately release the power if the multicombination vehicle speed is below a pre-determined value, for example, 20 km/h.
  • the circuit 166 includes an air switch 168, a first relay 170, second relay 172, idle validation switch 174, trailer cabinet connection 176 and ECM (Engine Control Management) 178.
  • the ECM is well known in the art and is common in current engines with typical engines providing numerous inputs and outputs from the engine.
  • the ECM includes input 180 that provides information to the ECM 178 when the idle validation switch 174 is in the off-idle position, input 182 to provide information to the ECM 178 when the idle validation switch 174 in the on-idle position, output 184 that provides a ground as does output 186 and input 18S that commands the engine to idle.
  • Air switch 168 is nominally in an open position as illustrated in Figure 8. Howe 1 , er, the air switch 168 is connected to the track braking system (not shown) so t at when a pre-determined pressure is exceeded, typically some 30-35 psi that corresponds to heavy track braking in the case of air brakes, air switch 168 closes. One side of the air switch is connected to ground terminals 184 and 186 of the ECM 178, those terminals also connected to the forced idle validation switch 174.
  • a relay includes a coil that requires both a positive voltage and a ground to operate a switch from a first to a second position.
  • relay 170 is always provided a positive 12 Volt supply 192 that is the standard power supply in vehicles, typically through fuse 194.
  • Relay 172 is electrically connected to the idle validation switch 174 through electrical connection 19S.
  • connection 198 In the open position, as shown in Figure 8, connection 198 is open circuited. However, when the idle vaUdation switch is in the closed position, that is when the hand throttle has been applied, connection 198 is provided a ground through idle validation switch 174 that is connected to the ECM ground terminals 184 and 186. This then causes relay 172 to operate closing its switch that then links ground through connection 200 providing a direct connection from the ground terminals 184 and 186 of the ECM 178 to the engine idle input 188. That is, the engine idle input 188 is effectively provided a ground both through the air switch 168 and through the second relay 172 that acts as a latching relay.
  • the preset invention provides for a system to ensure that when hard braking is applied there is a change in the transmission modes.
  • a separate air switch 202 is provided in the same braking line as air switch 168.
  • the air switch 202 is provided between trailer transmission control unit 204 and trailer transmission input 206 whereby when the air switch is operated the transmission goes from lockup to converter mode.
  • the transmission converter mode changes the position of the stall converter from lock up 1:1 drive to slipping mode of converter mode, whereby it instantaneously removes power through the drive-Une. That is, it is forced to a torque converter slipping mode to quickly release power and prevent the engine from stalling.
  • Figure 9 is a flow chart illustrating the logic behind the throttle operation of the two engines.
  • a determination is made if the hand throttle is above a pre-set level, usually idle (block 212). If the hand throttle is not above idle, that is No (block 214) than normal operation is resumed (block 216). Under normal operation, the driver needs not do anything other than normal, that is, drive the vehicle.

Abstract

Système assurant la commande des gaz dans un véhicule composite commandé par un conducteur, ledit véhicule comprenant au moins deux moteurs dont chacun est actionné par un papillon indépendant. L'un des papillons est commandé par une pédale d'accélération normalisée tandis que l'autre est commandé par un accélérateur à commande manuelle. En cas de freinage d'urgence, le second moteur ne tient plus compte du second accélérateur, et est contraint à se mettre au ralenti. En outre, le second accélérateur ne peut redevenir actif que lorsqu'il est réinitialisé manuellement vers une position déterminée. Il s'agit généralement de la position de ralenti. Ce système trouve application dans les cas où le conducteur peut se voir contraint de procéder à un freinage d'urgence et n'est pas en mesure de commander l'accélérateur à main afin de s'assurer que le second moteur ne continue pas à entraîner le véhicule. Un perfectionnement supplémentaire de l'invention réside dans le fait que, lors d'un freinage d'urgence, le système de transmission accouplé au second moteur, qui est le plus souvent automatique, est contraint à se mettre en mode transformation afin de protéger la transmission de toute dégradation.
PCT/AU2003/000205 2003-02-19 2003-02-19 Systeme permettant de commander des moteurs multiples dans un vehicule composite a commandes des gaz independantes en cas de freinage d'urgence WO2004074031A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CA002482847A CA2482847A1 (fr) 2003-02-19 2003-02-19 Systeme permettant de commander des moteurs multiples dans un vehicule composite a commandes des gaz independantes en cas de freinage d'urgence
AU2003303903A AU2003303903B2 (en) 2003-02-19 2003-02-19 System for the control of multiple engines in a multi-combination vehicle having independent throttle controls when under emergency braking
PCT/AU2003/000205 WO2004074031A1 (fr) 2003-02-19 2003-02-19 Systeme permettant de commander des moteurs multiples dans un vehicule composite a commandes des gaz independantes en cas de freinage d'urgence

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/AU2003/000205 WO2004074031A1 (fr) 2003-02-19 2003-02-19 Systeme permettant de commander des moteurs multiples dans un vehicule composite a commandes des gaz independantes en cas de freinage d'urgence

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WO2004074031A1 true WO2004074031A1 (fr) 2004-09-02

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Publication number Priority date Publication date Assignee Title
WO2015185215A1 (fr) * 2014-06-04 2015-12-10 Scheuerle Fahrzeugfabrik Gmbh Rame de véhicules comprenant plusieurs modules de véhicule entraînés
DE102016203577A1 (de) * 2016-03-04 2017-09-07 Goldhofer Ag Nutzfahrzeug, insbesondere Schwerlastfahrzeug und Radbaugruppe für ein derartiges Nutzfahrzeug
CN110816515A (zh) * 2019-09-30 2020-02-21 潍柴动力股份有限公司 车辆防熄火的控制方法及车辆防熄火的控制装置
US11186314B2 (en) 2018-08-22 2021-11-30 Plasan Sasa Ltd. Articulated vehicle assembly and articulation system for use therein
US11945529B2 (en) 2021-05-10 2024-04-02 Plasan Sasa Ltd. Dual use trailer vehicle

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DE3715959A1 (de) * 1987-05-13 1988-11-24 Audi Ag Vorrichtung an einem kraftfahrzeug
WO1990003897A1 (fr) * 1988-10-12 1990-04-19 Eichstaedt H Helmuth Procede pour empecher une acceleration non desiree dans des vehicules a moteur
DE19823057A1 (de) * 1998-05-22 1999-12-09 Lucien Masson Verfahren und Vorrichtung zur Erhöhung der Sicherheit beim Bremsvorgang von Fahrzeugen

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Publication number Priority date Publication date Assignee Title
AU758169B2 (en) * 1998-10-14 2003-03-20 BIS Industries Ltd Multi-combination vehicle incorporating an electronically coupled power trailer

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
DE3715959A1 (de) * 1987-05-13 1988-11-24 Audi Ag Vorrichtung an einem kraftfahrzeug
WO1990003897A1 (fr) * 1988-10-12 1990-04-19 Eichstaedt H Helmuth Procede pour empecher une acceleration non desiree dans des vehicules a moteur
DE19823057A1 (de) * 1998-05-22 1999-12-09 Lucien Masson Verfahren und Vorrichtung zur Erhöhung der Sicherheit beim Bremsvorgang von Fahrzeugen

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015185215A1 (fr) * 2014-06-04 2015-12-10 Scheuerle Fahrzeugfabrik Gmbh Rame de véhicules comprenant plusieurs modules de véhicule entraînés
DE102016203577A1 (de) * 2016-03-04 2017-09-07 Goldhofer Ag Nutzfahrzeug, insbesondere Schwerlastfahrzeug und Radbaugruppe für ein derartiges Nutzfahrzeug
US11285758B2 (en) 2016-03-04 2022-03-29 Goldhofer Ag Commercial vehicle, in particular heavy-duty vehicle, and wheel assembly for such a commercial vehicle
US11186314B2 (en) 2018-08-22 2021-11-30 Plasan Sasa Ltd. Articulated vehicle assembly and articulation system for use therein
CN110816515A (zh) * 2019-09-30 2020-02-21 潍柴动力股份有限公司 车辆防熄火的控制方法及车辆防熄火的控制装置
US11945529B2 (en) 2021-05-10 2024-04-02 Plasan Sasa Ltd. Dual use trailer vehicle

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AU2003303903A1 (en) 2004-09-09
AU2003303903B2 (en) 2009-03-26
CA2482847A1 (fr) 2004-09-02

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