WO2004074032A1 - Systeme permettant de commander des moteurs multiples a commandes des gaz independantes dans un vehicule lorsque le conducteur n'est plus en etat de conduire - Google Patents

Systeme permettant de commander des moteurs multiples a commandes des gaz independantes dans un vehicule lorsque le conducteur n'est plus en etat de conduire Download PDF

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Publication number
WO2004074032A1
WO2004074032A1 PCT/AU2003/000217 AU0300217W WO2004074032A1 WO 2004074032 A1 WO2004074032 A1 WO 2004074032A1 AU 0300217 W AU0300217 W AU 0300217W WO 2004074032 A1 WO2004074032 A1 WO 2004074032A1
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WO
WIPO (PCT)
Prior art keywords
throttle
engine
idle
driver
control
Prior art date
Application number
PCT/AU2003/000217
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 AU2003205425A priority Critical patent/AU2003205425B2/en
Priority to CA002486600A priority patent/CA2486600A1/fr
Priority to PCT/AU2003/000217 priority patent/WO2004074032A1/fr
Publication of WO2004074032A1 publication Critical patent/WO2004074032A1/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
    • F02D25/00—Controlling two or more co-operating engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0245—Shutting down engine, e.g. working together with fuel cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0277—Fail-safe mechanisms, e.g. with limp-home feature, to close throttle if actuator fails, or if control cable sticks or breaks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position

Definitions

  • the present invention is directed to a throttle control system of a secondary engine in a vehicle where there are at least two engines, each engine being controlled by a separate throttle control and where the driver becomes ineffective, for example, losing consciousness.
  • the vehicle is a multi-combination vehicle including a truck and a power trailer.
  • a standard pedal throttle provides the throttle control for one engine, generally 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 trucks as described above whose efficiency decreases with the increasing distances they have to travel.
  • 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. In some instances mines have utilized conveyor belts instead of the railway system and/or the lifting shaft. The difficulty with conveyor belts is that once again they are route specific, and are quite expensive to install and maintain. Miners are also concerned that the belts may catch fire and starve the area of oxygen.
  • 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 inclination 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 trucks are therefore not suitable for hauling ore great distances, thereby limiting the distance that ore can be transported at a reasonable cost.
  • these trucks are not suitable when there may be satellite mines, that is, mines that are some distance away from the processing plant.
  • these trucks have never been designed to be a transportation system for various reasons including the following:
  • Wheeled or articulated dump trucks with large tires carry a significant loading per axle, up to 33 tons per axle.
  • 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 stability behaviour, swept path characteristics, gradability and startability.
  • multi-combination vehicles such as over-the-road vehicles are known. They include a truck 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 multicombination 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, gradability 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 truck 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 truck 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 tons 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 track and a powered trailer with automatic transmissions, 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 throttle for the truck returns to idle.
  • the inventor is further unaware of any multicombination vehicle having a manual transmission truck 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 throttle for the track returns to idle, but with the trailer engine throttle disengaged only after a preset amount of time.
  • the preset amount of time allows the driver to change gears in the truck without forcing the power trailer engine to idle, since changing gears requires the driver to remove their foot from the throttle until the gear change has been effected.
  • the present invention discloses a control system for use in a vehicle having two or more engines with independent throttle controls that enables control of the vehicle, including a multi-combination vehicle or "road-train", when the driver becomes ineffective and no longer in control of the vehicle.
  • This safety feature ensures that if the driver, for example, looses consciousness, the vehicle looses driving propulsion safely coming to rest rather than becoming a runaway vehicle, the dangers of that obvious.
  • a system for the control of engines in a vehicle operable by a driver and having at least two engines said system including: a first throttle control operating said first of two engines said throttle control operable by said driver between an idle position and a full throttle position; a second throttle control operating said second of said two engines and operable by said driver; a first throttle switch being in a closed position when said first throttle is in a predetermined position and being in an open position when in any other said position; a second engine control means wherein when said first throttle is in said predetermined position, said control means forces the second engine to idle independent of the position of said second throttle.
  • a system for the control of engines in a vehicle operable by a driver and having at least two engines said system including: a first throttle control operating said first of two engines said throttle control operable by said driver between an idle position and a full throttle position; a second throttle control operating said second of said two engines and operable by said driver; a first throttle sensor adapted to sense when the first throttle is not at a predetermined position; a control means adapted to force the second engine to idle when said first throttle position is not in the predetermined position.
  • said system further includes a timing means wherein said second engine is forced to idle only when said first throttle is not in the predetermined position for a preset period of time.
  • said preset period of time is greater than 6 seconds.
  • said first throttle control is a biased pedal that is nominally in its idle position.
  • said biased pedal is operable by a foot of the driver.
  • 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 system causes the second engine to idle due to the first throttle being not in a predetermined position greater than the preset amount of time, said second engine is caused to remain at idle regardless of the subsequent position of the first throttle.
  • said system further includes a reset means, whereby control of said second engine is returned to said hand throttle only after said reset means has been activated.
  • said reset means is a switch within said hand throttle, said switch being activated when said hand throttle is in a predetermined position.
  • said hand throttle predetermined position is the first or idle position.
  • 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 between a first and a second position; 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 first throttle switch being in a closed position when said first throttle is in a predetermined position and being in an open position when in any other said position; a second engine control means wherein when said first throttle is in said predetermined position, said control means forces the second engine to idle independent of the position of said second throttle.
  • said predetermined position is the idle position.
  • said second control means forces said second engine to idle only after said first throttle is in the predetermined position for a preset amount of time.
  • 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 5 is a left side elevation of the power trailer shown in Figure 2;
  • Figure 6 is 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 throttle control according to the present invention.
  • Figure 8 is a schematic circuit diagram of the system of the present invention.
  • Figure 9 is a schematic circuit diagram of a further embodiment of the present invention including a latching system where said hand throttle has to be reset before becoming operable; and Figure 9 is a typical flow chart of the logic of the preset invention.
  • FIG. 1 a multi- combination vehicle 10 including a track 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 axles 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 track 12 further includes a motive power source 30 and a transmission (not shown) for transmitting torque from the motive power source 30 to the drive axles 28.
  • the motive power source comprises a diesel 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 truck 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 truck 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 semitrailer 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 18 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 cooling 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 structure such as bin 72.
  • the load carrying structure 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 like 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 axles 86 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.
  • 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 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.
  • Located around the engine are various compartments 126 and 128 that house the necessary control and sensing equipment for the engine such as engine starting controls and diagnostic instruments. Typically 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 throttle controls are independent of each other.
  • Such 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.
  • 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.
  • the truck 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 track 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 track running 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 enabling 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 running the engine
  • the truck engine When a driver looses consciousnesses they no longer exert a force with their foot on the standard throttle pedal of the truck, the truck engine then simply idling. However, the power trailer engine (or the second engine) is independently controlled by a hand throttle and that engine continues to ran as preset by the hand throttle propelling the vehicle even when the driver is no longer in control.
  • the present invention provides for a system where when the driver or operator of the multicombination vehicle no longer operates the throttle pedal, the second engine is also de-throttled, that is, it is forced to idle even though its throttle control is via an independent throttle.
  • this forced idle of the power trailer engine only occurs after a driver is no longer applying a force on the throttle pedal only after a predetermined period has elapsed.
  • the reason for this delay is in the case where the driver's foot may, for example, slip from the throttle pedal, or the driver is changing gears on a manual transmission truck, where during the gear change the driver takes their foot of the throttle pedal anyway.
  • the preset period is therefore calculated to give sufficient time for a driver to change gears, but not too much time so that if the driver is unconsciousness, the trailer engine is forced to idle. Typically this period is set to some 6 seconds.
  • the circuit illustrated in Figure 8 and discussed in more detail later provides the forced idle condition when the driver has taken their foot off the throttle pedal and including a timer to effect a forced idle of the trailer engine after a predetermined period of time.
  • FIG. 9 An example of how this may be achieved using a forced idle validation switch is illustrated in Figure 9 where once the forced idle has been activated due to the driver taking their foot off the throttle for a predetermined period of time, the trailer engine remains in the forced idle position until the hand throttle is brought back to the idle position at which time the circuit is reset enabling the trailer engine to be once again powered up, that is, controlled by the hand throttle. That is, once the circuit has been activated, the hand throttle is inactive even when the driver reapplies throttle to the track engine until the hand throttle is brought back to a predetermined 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.
  • the circuit 166 includes an idle validation or foot throttle switch 168, a first relay 170, second relay 172, timer relays 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 178 includes ground outputs 180 and 182 and input 184 that enables the operator to force the engine to idle. It is to be understood that the configuration of the ECM illustrated in Figure 8 is to be representative only and that various engines may very well have different ECM configurations. It is however to be assumed that all engine ECM's will be able to have a force idle input as well as a ground output.
  • Idle validation switch 168 is nominally in the closed position only when the foot throttle is in the idle position, at other times the switch being open.
  • the switch 168 provides ground 186 to relay 170.
  • relay 170 is also always provided a positive 12 Volt supply 188 that is the standard power supply in vehicles, typically through fuse 190.
  • the relay 170 is fed ground through electrical connection 192 from foot throttle switch 168 when it is closed (that is the foot throttle is in the idle position) it operates to close its switch which then provides positive 12 Volt power to timer relay 174 through connections 194 and 196, these connection made by the switch in the relay 170.
  • timer relay 174 is also electrically connected through connection 198 to the ground 180 and 182 from the ECM. Accordingly, after a preset amount of time, relay 174 energises closing its switch that than connects the ECM ground output 180 and 182 to forced idle input 184 through electrical connection 200. This then forces the trailer engine to idle.
  • the timer relay 174 may be pre-programmed to be independent of driver control. However, the driver may very well be provided with some flexibility. For example, the driver may have variable control over the timer to increase or decrease the preset time between a range of, for example, 4-10 seconds.
  • relay 172 Whilst the above-described circuit forces the trailer engine to idle if the driver takes their foot of the throttle pedal after a preset amount of time, to ensure that there is no damage to the transmission, relay 172 is used to convert the transmission from lockup to converter mode. Thus one side of relay 172 is always provided positive power 188 through bridging connection 202. The other side of the relay is electrically connected through connection 204 to the ECM input 184 and thus to relay 174 connection 200. When input 184 is grounded due to relay 174 activating, a ground is also provided to relay 172 thereby energising it and making its switch that than makes contact between the trailer transmission electronic control unit (ECU) 206 and trailer transmission ECU Input Lockup to converter mode 208 through connections 210 and 212 respectively.
  • ECU electronice control unit
  • the system of the present invention provides the operator with the safety feature that if for whatever reason the driver does not throttle the main engine for a predetermined time, the trailer engine is forced to go to idle mode.
  • the trailer engine transmission system is forced to go to a safe or converter mode.
  • the invention provides for a system whereby the circuit has to be reset regardless of the operation of the foot throttle. That is, if the driver throttles the main engine, the trailer engine remains in the idle condition until the circuit is reset.
  • This circuit 214 is illustrated in Figure 9 to which we now refer.
  • the basic configuration of the circuit and elements 168 to 212 is identical to that illustrated in Figure 8.
  • Relay 216 is always provided positive 12 Nolts 188 on one side and is electrically connected through connection 220 to the ECM 178 input 184. That is, when ground is supplied to the input 184 by virtue of the throttle being disengaged as described above after a preset amount of time, this relay is energised providing positive power to relay 218 through connection 222.
  • the other side of relay 218 is connected through idle validation switch 224 using electrical connection 226.
  • Switch 224 as illustrated in Figure 9 is in its rest position, that is, when the hand throttle is at idle, that information then provided through to the ECM on-idle input 226. However when the hand throttle is being throttled, or above a preset amount, switch 224 makes a connection between the ECM ground outputs 180 and 182 through connection 226 to relay 218. It also supplies this information to ECM off-idle input 228.
  • the application of a ground and positive 12 Nolts to relay 218 energise it making the switch that then connects ground 198 (that is also connected to timer relay 174) to ECM input 184 through connection 204 that is also extended to relay 218.
  • relay 218 acts as a latching relay in that it will continue to provide a ground to ECM input 184 regardless of the status of relays 170 and 174. That is, even if the driver throttles the foot pedal, breaking switch 168 and causing relay 170 to de-energise (there no longer being a potential difference), ground is still going to be provided from the ECM output 180 and 182 through relay 218 to ECM input 184 that then also supplies ground to relay 216 that keeps relay 218 in its energised position. Thus when the driver throttles the main engine, the circuit is still latched when the hand-throttle is in the "on" position.
  • the idle validation switch is activated or reset so that ground is no longer provided through connection 226 to relay 218 causing it to de-energise and no longer supply ground to input 184. This ground is then no longer supplied to relay 216 that is also de-energised so that even if the hand- throttle switch 224 is then activated the circuit is in its rest position until ground is provided to relay 216 through timer relay 174.
  • FIG. 10 is a flow chart illustrating the logic behind the throttle operation of the two engines according to the present invention.
  • a determination is made if the foot throttle has been at idle (that is, inactive) for more than a preset amount of time (block 234), typically 6 seconds in a multi-combination vehicle involving a truck and power trailer.
  • the present invention provide the safety feature that the driver must have his foot on the normal track throttle in order for the power trailer to operate normally when the power trailer is hand throttle controlled. If the track driver fails to throttle the engine for a set period, it forces the trailer to idle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

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. Au cas où le conducteur ne serait plus en état de conduire, par exemple en cas de perte de conscience, le deuxième 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. 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/AU2003/000217 2003-02-21 2003-02-21 Systeme permettant de commander des moteurs multiples a commandes des gaz independantes dans un vehicule lorsque le conducteur n'est plus en etat de conduire WO2004074032A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AU2003205425A AU2003205425B2 (en) 2003-02-21 2003-02-21 System for the control of multiple engines having independent throttle controls in a vehicle when driver becomes ineffective
CA002486600A CA2486600A1 (fr) 2003-02-21 2003-02-21 Systeme permettant de commander des moteurs multiples a commandes des gaz independantes dans un vehicule lorsque le conducteur n'est plus en etat de conduire
PCT/AU2003/000217 WO2004074032A1 (fr) 2003-02-21 2003-02-21 Systeme permettant de commander des moteurs multiples a commandes des gaz independantes dans un vehicule lorsque le conducteur n'est plus en etat de conduire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/AU2003/000217 WO2004074032A1 (fr) 2003-02-21 2003-02-21 Systeme permettant de commander des moteurs multiples a commandes des gaz independantes dans un vehicule lorsque le conducteur n'est plus en etat de conduire

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WO2004074032A1 true WO2004074032A1 (fr) 2004-09-02

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1818524A1 (fr) * 2006-02-13 2007-08-15 CLAAS Selbstfahrende Erntemaschinen GmbH Véhicule à moteur
EP1847702A3 (fr) * 2006-04-21 2013-01-23 Yamaha Hatsudoki Kabushiki Kaisha Système de commande, son procédé de contrôle et programme informatique correspondant
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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Publication number Priority date Publication date Assignee Title
DE3105043A1 (de) * 1979-07-05 1982-08-12 Volkswagenwerk Ag, 3180 Wolfsburg Einrichtung zur automatischen betaetigung einer kraftfahrzeugkupplung
US4439989A (en) * 1980-11-29 1984-04-03 Fuji Jukogyo Kabushiki Kaisha Internal combustion engine provided with a plurality of power units
JPH08268118A (ja) * 1995-03-31 1996-10-15 Suzuki Motor Corp エンジンの制御装置

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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

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Publication number Priority date Publication date Assignee Title
DE3105043A1 (de) * 1979-07-05 1982-08-12 Volkswagenwerk Ag, 3180 Wolfsburg Einrichtung zur automatischen betaetigung einer kraftfahrzeugkupplung
US4439989A (en) * 1980-11-29 1984-04-03 Fuji Jukogyo Kabushiki Kaisha Internal combustion engine provided with a plurality of power units
JPH08268118A (ja) * 1995-03-31 1996-10-15 Suzuki Motor Corp エンジンの制御装置

Non-Patent Citations (1)

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DATABASE WPI Derwent World Patents Index; Class X22, AN 1996-514252/51 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1818524A1 (fr) * 2006-02-13 2007-08-15 CLAAS Selbstfahrende Erntemaschinen GmbH Véhicule à moteur
EP1847702A3 (fr) * 2006-04-21 2013-01-23 Yamaha Hatsudoki Kabushiki Kaisha Système de commande, son procédé de contrôle et programme informatique correspondant
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

Also Published As

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AU2003205425A1 (en) 2004-09-09
AU2003205425B2 (en) 2009-03-12
CA2486600A1 (fr) 2004-09-02

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