WO2011056266A1 - Système de commande équipant un véhicule à groupe motopropulseur électrique hybride - Google Patents

Système de commande équipant un véhicule à groupe motopropulseur électrique hybride Download PDF

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Publication number
WO2011056266A1
WO2011056266A1 PCT/US2010/040155 US2010040155W WO2011056266A1 WO 2011056266 A1 WO2011056266 A1 WO 2011056266A1 US 2010040155 W US2010040155 W US 2010040155W WO 2011056266 A1 WO2011056266 A1 WO 2011056266A1
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WO
WIPO (PCT)
Prior art keywords
pto
pto request
vehicle
power
hybrid
Prior art date
Application number
PCT/US2010/040155
Other languages
English (en)
Inventor
Jay Bissontz
Original Assignee
International Truck Intellectual Property Company, Llc
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
Priority claimed from PCT/US2009/063561 external-priority patent/WO2010056604A2/fr
Priority claimed from PCT/US2009/063470 external-priority patent/WO2010056594A2/fr
Application filed by International Truck Intellectual Property Company, Llc filed Critical International Truck Intellectual Property Company, Llc
Priority to DE112010004280T priority Critical patent/DE112010004280T5/de
Priority to US13/505,477 priority patent/US20120290151A1/en
Priority to JP2012537869A priority patent/JP2013510039A/ja
Priority to BR112012010646A priority patent/BR112012010646A2/pt
Priority to SE1250590A priority patent/SE1250590A1/sv
Priority to CN201080061030.3A priority patent/CN102712245A/zh
Publication of WO2011056266A1 publication Critical patent/WO2011056266A1/fr

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Classifications

    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • B60W30/1888—Control of power take off [PTO]
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to a hydraulic load control system for power take off (“PTO") equipment on a vehicle with a hybrid-electric powertrain, and more particularly to a system and method for transitioning between internal combustion engine powered operation of the PTO and hybrid-electric powertrain powered operation of the PTO that supplies power for the hydraulic load.
  • PTO power take off
  • a hybrid-electric powertrain typically involves an internal combustion engine that operates a generator that produces electrical power that may be used to drive electric motors used to move the vehicle.
  • the electric motors may be used to provide power to wheels of the vehicle to move the vehicle, or the electric motors may be used to supplement power provided to the wheels by the internal combustion engine and a transmission. In certain operational situations, the electric motors may supply all of the power to the wheels, such as under low speed operations.
  • the hybrid-electric powertrain may be used to power a PTO of the vehicle, sometimes also referred to as an electric PTO or EPTO when powered by a hybrid-electric powertrain, that in turn powers PTO driven accessories.
  • a PTO may be used to drive a hydraulic pump for an on-board vehicle hydraulic system.
  • a PTO driven accessory may be powered while the vehicle is moving.
  • a PTO driven accessory may be powered while the vehicle is stationary and the vehicle is being powered by the internal combustion engine. Still others may be driven while the vehicle is either stationary or traveling. Control arrangements are provided for the operator for any type of PTO configuration.
  • the vehicle's particular internal combustion engine may be of a capacity that makes it inefficient as a source of motive power for the PTO application due to the relatively low power demands, or intermittent operation, of the PTO application.
  • the hybrid-electric powertrain may power the PTO, that is, use of the electric motor and generator instead of the IC engine to support mechanical PTO, may be employed.
  • the electric motor and generator will typically exhibit relatively low parasitic losses compared to an internal combustion engine.
  • power demand is intermittent, but a quick response is provided, the electric motor and generator provides such availability without incurring the idling losses of an internal combustion engine.
  • the switch passes the power demand signal over a data bus such as a Controller Area Network (CAN) now commonly used to integrate vehicle control functions.
  • CAN Controller Area Network
  • a power demand signal for operation of the traction motor is only one of the possible inputs that could occur and which could be received by a traction motor controller connected to the controller area network of the vehicle. Due to the type, number and complexities of the possible inputs that can be supplied from a data link module added by a truck equipment manufacturer (TEM), as well as from other sources, issues may arise regarding adequate control of the electric motor and generator, particularly during the initial phases of a product's introduction, or during field maintenance, especially if the vehicle has been subject to operator modification or has been damaged. As a result the traction motor may not operate as expected. In introducing a product, a TEM can find itself in a situation where the data link module cannot provide accurate power demand requests for electric motor and generator operation for EPTO operation due to programming problems, interaction with other vehicle programming, or other architectural problems.
  • TEM truck equipment manufacturer
  • a vehicle equipped for power take off operation using direct application of power from a hybrid electric powertrain comprises a controller are network, a data link, and programming.
  • the controller area network and body computer are connected to receive a plurality of chassis input signals.
  • the data link based remote power module is installed on the vehicle and generates body demand signals for initiating operation of the vehicle hybrid electric powertrain for a power take off operation.
  • the programming is for execution by the body computer in response to selected chassis input signals for generating control signals for the hybrid electric powertrain for the power take off operation.
  • a method of engaging a power take off of a vehicle equipped for power take off operation using direct application of power from a hybrid electric powertrain is provided.
  • a controller area network is programmed to accept a PTO request signal from at least one of a plurality of PTO request switches. The method determines if a PTO request signal from at least one of the plurality of PTO request switches is an active PTO request switch. An activation state of a power take off is modified when the PTO request signal is from an active PTO request switch.
  • the electronic control module is electrically connected to the transmission control module and the hybrid control module.
  • the data link based remote power module is installed on the vehicle for generating body demand signals for initiating operation of the vehicle hybrid electric powertrain for a power take off operation.
  • the first PTO driven component is electrically connected to the controller area network.
  • the second PTO driven component is electrically connected to the controller area network.
  • the body computer is programmable to monitor operation of the first PTO driven component and the second PTO driven component.
  • the body computer is further programmable to monitor which of either the internal combustion engine and the electric motor and generator system is providing torque to the power take off.
  • the electronic control module is electrically connected to the transmission control module and the hybrid control module.
  • the data link based remote power module generates body demand signals to initiate operation of the vehicle hybrid electric powertrain for a power take off operation.
  • the at last one PTO driven component is electrically connected to the controller area network.
  • the exterior power take off status indicator electrically connected to the controller area network.
  • a control system for a vehicle equipped for power take off operation using direct application of power from a hybrid electric powertrain comprises a controller area network, at least one PTO driven component, and an exterior power take off status indicator.
  • the controller area network has an electronic control module, a body computer, an electronic control module, a hybrid control module and a remote power module.
  • the at least one PTO driven component is electronically connected to the controller area network.
  • the body computer is programmable to accept a signal from the at least one PTO driven component to indicate that a PTO driven component is active.
  • the exterior power take off status indicator is electrically connected to the controller area network.
  • a method of providing external indication of power take off operation of a vehicle equipped for power take off operation using direct application of power from a hybrid electric powertrain is provided.
  • An activation and a deactivation of a PTO driven component is monitored using a body computer.
  • a signal is to an exterior power take off status indicator is generated when the body computer detects that the PTO driven component is at least one of either activated and deactivated.
  • An exterior power take off status indication is provided on the exterior power take off status indicator in response to the signal from the body computer.
  • the wireless PTO request switch is electrically connected to the controller area network via the remote power module.
  • the body computer is programmable to receive a signal from the wireless PTO request switch to change an operating state of the power take off operation.
  • the remote power module cycles off an output to the wireless PTO request switch in response to signal from the wireless PTO request switch to allow a change in power take off operations.
  • a control system for a vehicle equipped for power take off operation using direct application of power from a hybrid electric powertrain comprises a controller area network, and a wireless PTO request switch.
  • the controller area network has an electronic control module, a body computer, and a remote power module.
  • the wireless PTO request switch is electrically connected to the controller area network via the remote power module.
  • the body computer is programmable to accept a signal from the wireless PTO request switch to change an operating state of the power take off operation.
  • the remote power module cycles off an output to the wireless PTO request switch in response to signal from the wireless PTO request switch to allow a change in power take off operations.
  • a method of engaging a power take off using a wireless PTO request switch of a vehicle equipped for power take off operation using direct application of power from a hybrid electric powertrain is provided.
  • a controller area network having a remote power module is programmed to receive a PTO request signal with the remote power module from a wireless PTO request switch having a transmitter and a receiver. The method determines if the PTO request signal from the wireless PTO request switch seeks a change in power take off operations. An output to the wireless PTO request switch cycles off in response to signal from the wireless PTO request switch to allow a change in power take off operations. An activation state of a power take off is modified following the output to the wireless PTO request switch being cycled off.
  • FIG. 1 is a side elevation of a vehicle equipped for a power take-off operation.
  • Figs. 4A-D are schematic illustrations of a hybrid powertrain applied to support a power take-off operation.
  • FIG. 5 is a system diagram for chassis and body initiated hybrid electric motor and generator control for power take-off operation.
  • FIG. 6 is a map of input and output pin connections for a remote power module in the system diagram of FIG. 5.
  • FIG. 7 is a map of input and output locations for the electrical system controller of FIG. 5.
  • FIGS. 8A-D are schematic views of a vehicle having a hybrid-electric powertrain with a PTO driven hydraulic system.
  • FIG, 9 is a system diagram for a control system of the vehicle of FIGS. 8A-D.
  • FIG. 1 1 is a schematic view of a vehicle having a hybrid-electric powertrain with a PTO driven hydraulic system that may be remotely activated.
  • FIG. 12 is a schematic view of a vehicle having a hybrid-electric powertrain with a PTO driven hydraulic system whose operation and power source that may be monitored
  • FIG. 14 is a schematic view of a vehicle having a hybrid-electric powertrain with a PTO driven hydraulic system that may be remotely controlled.
  • Hybrid mobile aerial lift truck 1 serves as an example of a medium duty vehicle which supports a PTO vocation, or an EPTO vocation. It is to be noted that embodiments described herein, possibly with appropriate modifications, may be used with any suitable vehicle. Additional information regarding hybrid powertrains may be found in U.S. Patent No. 7,281,595 entitled “System For Integrating Body Equipment With a Vehicle Hybrid Powertrain,” which is assigned to the assignee of the present application and which is fully incorporated herein by reference.
  • the mobile aerial lift truck 1 includes a PTO load, here an aerial lift unit 2 mounted to a bed on a back portion of the truck 1.
  • a PTO load here an aerial lift unit 2 mounted to a bed on a back portion of the truck 1.
  • the transmission for mobile aerial lift truck 1 may be placed in park, the park brake may be set, outriggers may be deployed to stabilize the vehicle, and indication from an onboard network that vehicle speed is less than 5 kph may be received before the vehicle enters PTO mode.
  • different indications may indicate readiness for PTO operation, which may or may not involve stopping the vehicle.
  • the aerial lift unit 2 includes a lower boom 3 and an upper boom 4 pivotally connected to each other.
  • the lower boom 3 is in turn mounted to rotate on the truck bed on a support 6 and rotatable support bracket 7.
  • the rotatable support bracket 7 includes a pivoting mount 8 for one end of lower boom 3.
  • a bucket 5 is secured to the free end of upper boom 4 and supports personnel during lifting of the bucket to and support of the bucket within a work area.
  • Bucket 5 is pivotally attached to the free end of boom 4 to maintain a horizontal orientation.
  • a lifting unit 9 is connected between bracket 7 and the lower boom 3.
  • a pivot connection 10 connects the lower boom cylinder 1 1 of unit 9 to the bracket 7.
  • a cylinder rod 12 extends from the cylinder 11 and is pivotally connected to the boom 3 through a pivot 13.
  • Lower boom cylinder unit 9 is connected to a pressurized supply of a suitable hydraulic fluid, which allows the assembly to be lifted and lowered.
  • a source of pressurized hydraulic fluid may be an automatic transmission or a separate pump.
  • the outer end of the lower boom 3 is connected to the lower and pivot end of the upper boom 4.
  • a pivot 16 interconnects the outer end of the lower boom 3 to the pivot end of the upper boom 4.
  • An upper boom compensating cylinder unit or assembly 17 is connected between the lower boom 3 and the upper boom 4 for moving the upper boom about pivot 16 to position the upper boom relative to the lower boom 3.
  • the upper-boom, compensating cylinder unit 17 allows independent movement of the upper boom 4 relative to lower boom 3 and provides compensating motion between the booms to raise the upper boom with the lower boom.
  • Unit 17 is supplied with pressurized hydraulic fluid from the same source as unit 9.
  • FIG. 2 a high level schematic of a control system 21 representative of a system usable with vehicle 1 control is illustrated.
  • Electrical system controller (“ESC") 24 may also be directly connected to selected inputs and outputs and other busses.
  • Direct "chassis inputs” include, an ignition switch input, a brake pedal position input, a hood position input and a park brake position sensor, which are connected to supply signals to the ESC 24. Other inputs to ESC 24 may exist.
  • Datalink 18 is the bus for a public controller area network ("CAN") conforming to the SAE J 1939 standard and under current practice supports data transmission at up to 250 Kbaud. It will be understood that other controllers may be installed on the vehicle 1 in communication with datalink 18.
  • ABS controller 50 controls application of brakes 52 and receives wheel speed sensor signals from sensors 54. Wheel speed is reported over datalink 18 and is monitored by transmission controller 42.
  • Engine 28 may be utilized to supply power to both generate electricity and operate PTO system 22, to provide motive power to drive wheels 26, or to provide motive power and to run a generator to generate electricity.
  • PTO system 22 is an aerial lift unit 2 it is unlikely that it would be operated when the vehicle was in motion, and the description here assumes that in fact that the vehicle will be stopped for EPTO, but other PTO applications may exist where this is not done.
  • Powertrain 20 provides for the recapture of kinetic energy in response to the electric motor and generator 32 being back driven by the vehicle's kinetic force.
  • the transitions between positive and negative traction motor contribution are detected and managed by a hybrid controller 48.
  • Electric motor and generator 32 during braking, generates electricity which is applied to traction batteries 34 through inverter 36.
  • Hybrid controller 48 looks at the ABS controller 50 datalink traffic to determine if regenerative kinetic braking would increase or enhance a wheel slippage condition if regenerative braking were initiated.
  • Transmission controller 42 detects related data traffic on datalink 18 and translates these data as control signals for application to hybrid controller 48 over datalink 68.
  • Electric motor and generator 32 during braking, generates electricity which is applied to the traction batteries 34 through hybrid inverter 36.
  • Some electrical power may be diverted from hybrid inverter to maintain the charge of a conventional 12-volt DC Chassis battery 60 through a voltage step down DC/DC inverter 62.
  • Electric motor and generator 32 may be used to propel vehicle 1 by drawing power from battery 34 through inverter 36, which supplies 3 phase 340 volt rms power.
  • engine 28 has a far greater output capacity than is used for operating PTO system 22.
  • using it to directly run PTO system 22 full time would be highly inefficient due to parasitic losses incurred in the engine or idling losses which would occur if operation were intermittent.
  • Greater efficiency is obtained by running engine 22 at close to its rated output to recharge battery 34 and provide power to the PTO, and then shutting down the engine and using battery 34 to supply electricity to electric motor and generator 32 to operate PTO system 22.
  • An aerial lift unit 2 is an example of a system which may be used only sporadically by a worker first to raise and later to reposition its basket 5. Operating the aerial lift unit 2 using the traction motor 32 avoids idling of engine 28.
  • Engine 28 runs periodically at an efficient speed to recharge the battery if battery 34 is in a state of relative discharge. Battery 34 state of charge is determined by the hybrid controller 48, which passes this information to transmission controller 42 over datalink 68.
  • Transmission controller 42 can in turn can request ESC 24 to engage engine 28 by a message to the ESC 24, which in turn sends engine operation requests (i.e. engine start and stop signals) to ECM 46.
  • the availability of engine 28 may depend on certain programmed (or hardwired) interlocks, such as hood position.
  • Powertrain 20 comprises an engine 28 connected in line with an auto clutch 30 which allows disconnection of the engine 28 from the rest of the powertrain when the engine is not being used for motive power or for recharging battery 34.
  • Auto clutch 30 is directly coupled to the electric motor and generator 32 which in turn is connected to a transmission 38.
  • Transmission 38 is in turn used to apply power from the electric motor and generator 32 to either the PTO system 22 or to drive wheels 26.
  • Transmission 38 is bi-directional and can be used to transmit energy from the drive wheels 26 back to the electric motor and generator 32.
  • Electric motor and generator 32 may be used to provide motive energy (either alone or in cooperation with the engine 28) to transmission 38. When used as a generator the electric motor and generator supplies electricity to inverter 36 which supplies direct current for recharging battery 34.
  • Body power demand signals may be subject to corruption, vehicle damage or architectural conflicts over the vehicle controller area network. Accordingly an alternative mechanism is provided to generate power demand signals for the PTO from the vehicle's conventional control network.
  • a way of providing for operator initiation of such a power demand signal without use of RPM 40 is to use the vehicle's conventional controls including controls which give rise to what are termed "chassis inputs". Power demand signals for PTO operation originating from such alternative mechanisms are termed "chassis power demand signals".
  • An example of such could be flashing the headlamps twice while applying the parking brake, or some other easy to remember, but seemingly idiosyncratic control usage, so long as the control choice does not involve the PTO dedicated RPM 40.
  • Datalinks 18, 68 and 74 are all controller area networks and conform to the SAE J 1939 protocol. Datalink 64 conforms to the SAE J 1708 protocol.
  • state 302 where batteries 34 are being charged, the electric motor and generator 32 is in its generator mode.
  • state 304 where batteries 34 are considered charged, the state of the electric motor and generator 32 need not be defined and may be left in its prior state.
  • EPTO operating states, 306, 308, 310 and 312 are defined. These states occur in response to either a body power demand or chassis power demand. Within PTO vehicle battery charging continues to function. State 306 provides that the engine 28 be on, the auto clutch 30 be engaged, the electric motor and generator 32 be in its generator mode and the transmission be in gear for PTO. In state 308 the engine 28 is off, the auto clutch 30 is disengaged, the traction motor is in its motor mode and running and the transmission 38 be in gear for PTO.
  • States 306 and 308, as a class, are exited upon loss of the body power demand signal (which may occur as a result of cancellation of PTO enable) or upon or occurrence of a chassis power demand signal. Changes in state stemming from the battery state of charge can force changes within the class between states 306 and 308.
  • EPTO operating states 310 and 312 are identical to states 306 and 308, respectively, except that loss of the body power demand signal does not result in one of states 310, 312 being exited. Only loss of the chassis power demand signal results in exit from EPTO operating states 310 or 312, taken as a class, although transitions within the class (i.e. between 310 and 312) can result from the battery state of charge.
  • the J 1939 compliant cable 74 connecting ESC 24 to RPM 40 is a twisted pair of cables.
  • RPM 40 is shown with 6 hardwire inputs (A-F) and one output.
  • a twisted pair cable 64 conforming to the SAE J1708 standard connects ESC 24 to a inlay 64 for the cab dash panel on which various control switches are mounted.
  • the public J1939 twisted pair cable 18 connects ESC 24 to the gauge controller 58, the hybrid controller 48 and the transmission controller 42.
  • the transmission controller 42 is provided with a private connection to the cab mounted transmission control console 72.
  • a connection between the hybrid controller 48 and the console 72 is omitted in this configuration though it may be provided in some contexts.
  • FIG. 6 illustrates in detail the input and output pin usage for RPM 40 for a specific application.
  • Input pin A is the Hybrid Electric Vehicle demand circuit 1 input which can be a 12 volt DC or ground signal. When active the traction motor runs continuously.
  • Input pin B is the Hybrid Electric Vehicle demand circuit 2 input which can be a 12 volt DC or ground signal. When active, the traction motor runs continuously.
  • Input pin C is the Hybrid Electric Vehicle demand circuit 3 input which can be a 12 volt DC or ground signal. When the signal is active the traction motor runs continuously.
  • Input pin D is the Hybrid Electric Vehicle demand circuit 4 input which can be a 12 volt DC or ground signal. When the signal is active the traction motor runs continuously.
  • Input pin E is a hybrid electric vehicle remote PTO disable input.
  • the signal can be either 12 volts DC or ground.
  • Input pin F is the hybrid electric vehicle EPTO engaged feedback signal. This signal is a ground signal originating with a PTO mounted pressure or ball detent feedback switch.
  • the output pin carries the actual power demand signal. As noted this may be subject to various interlocks. In the example the interlock conditions are that measured vehicle speed be less than 3 miles per hour, the gear setting be neutral and the park brake set.
  • FIG. 7 illustrates the location of chassis output pins and chassis input pins on the electrical system controller 24.
  • the system described here provides a secondary mechanism for controlling the hybrid electric motor and generator through the use of various original equipment manufacturer (OEM) chassis inputs, circumventing the TEMs' input (demand) signal sourcing devices (e.g. the RPM 40). Initiating this mode of operation can be made as simple as desired by use of a single in-cab mounted switch, which may be located in the switch pack 56, or which may be made more complex and less obvious by using a sequence of control inputs to operate as a "code". For example, with the vehicle in EPTO mode, the service brake could be depressed and held and the high beams flashed on and off twice. Once the service brake is released subsequent activations of the high beams could generate a signal for toggling the traction motor's operation. In any event, when the traction motor is under the control of "chassis initiated" inputs. TEM input states are ignored or circumvented.
  • OEM original equipment manufacturer
  • the second hydraulic pump 808 has 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 may be a an electric motor, an electro-magnet stepper motor, or the like.
  • the control solenoid 812 may be a an elecrto-magnetic solenoid device or the like.
  • the internal combustion engine 802 may be utilized to drive the PTO 804 to power the first hydraulic pump 806, while the electric motor and generator 803 is typically utilized to power the second hydraulic pump 808.
  • the use of the first hydraulic pump 806 or the second hydraulic pump 808 often depends on a load level placed on a hydraulic system 805. A large hydraulic load will utilize the first hydraulic pump 806 driven by the internal combustion engine 802, while a small hydraulic load will utilize the second hydraulic pump 808 driven by the electric motor and generator 803.
  • the internal combustion engine is adapted to supply torque to the hydraulic pumps 806, 808 at engine speeds from about 700 RPM to about 2000 RPM.
  • the electric motor and generator 803 produces a high torque level at operating speeds of less than about 1500 RPM. Therefore, when the electric motor and generator 803 is being utilized to run the second hydraulic pump 808 via the PTO 804, displacement of the second hydraulic pump is adjusted to a larger displacement if the hydraulic load on the hydraulic system 805 requires the electric motor and generator 803 to operate at a speed above 1500 RPM.
  • the control motor 810 and/or the control solenoid 812 increase the displacement of the second pump 808such that electric motor and generator 803 may supply sufficient hydraulic fluid flow and pressure to the hydraulic system 805, while also operating at a speed of less than 1500 RPM.
  • the second hydraulic pump 808 may be adjusted by the control motor 810 and/or the control solenoid 812 to a displacement that allows the electric motor and generator to operate at a higher level of efficiency. For example, if the electric motor and generator produces torque most efficiently at a speed of 1300 RPM, the displacement of the second hydraulic pump 808 may be adjusted so that the load of the hydraulic system 805 is met by the second hydraulic pump 808, while the electric motor and generator is operating at the speed of 1300 RPM.
  • the hydraulic system 805 depicted in FIGS. 8A-D further comprises a reservoir 814 that contains hydraulic fluid used in the hydraulic system 805.
  • the reservoir is in fluid communication with hydraulic motors 816, hydraulic cylinders 817, and hydraulic valves 818 of the hydraulic system, providing the necessary fluid to operate the hydraulic motors 816, hydraulic cylinders 817, and hydraulic valves 818.
  • the electric motor and generator 803 is connected to a battery 820 and an electrical controller 822.
  • the battery 820 stores electrical power for use by the electric motor and generator 803.
  • the electrical controller 822 regulates electrical energy between the battery 820 and the electrical motor and generator 803.
  • a first remote throttle 902 and/or a second remote throttle 904 are provided on TEM components to give a user the ability to control the output of the electric motor and generator 803 or the internal combustion engine 802 in order to control the hydraulic system 805.
  • the first remote throttle 902 is a variable pedal throttle, while the second remote throttle 904 is a hand operated vernier throttle.
  • the ESC 912 is electronically connected to the ECM 906 via a J1939 compliant cable 916.
  • the J1939 compliant cable 916 additionally connects a gauge cluster 918, a hybrid control module 920, and a transmission control module 922 to the ECM 906.
  • the ESC 912 monitors the internal combustion engine 802 and the electric motor and generator 803 as well as the demand of the hydraulic system 805 and input from the first remote throttle 904 and/or the second remote throttle 906, and generates control signals adapted to control the internal combustion engine 802 and the electric motor and generator 803.
  • the demand of the hydraulic system 805 is greatly influenced by the 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 and generator 803 such that the first hydraulic pump 804 and/or the second hydraulic pump 806 fulfill the demand of the hydraulic system 805. For instance, the ESC 912 may generate a signal that increases or decreases the speed of the electric motor and generator 803 in order to provide sufficient hydraulic fluid flow from the second hydraulic pump 806. Similarly, the ESC 912 may generate a signal that increases or decreases the speed of the internal combustion engine 802 in order to provide sufficient hydraulic fluid flow from the first hydraulic pump 804.
  • the ESC 912 additionally generates an output signal that is transmitted to the second hydraulic pump 806 in the event the displacement of the second hydraulic pump 806 is to be modified. If a hydraulic load is above a predetermined threshold, the displacement of the second hydraulic pump 806 maybe For instance, if the electric motor and generator 803 is being used to power the second hydraulic pump, and the speed of the electric motor and 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 displacement of the second hydraulic pump 806, such that the output of the second hydraulic pump 806 is increased, and the speed of the electric motor and generator 803 is maintained in a proper operating range.
  • the hydraulic system 805 of the present embodiment may be utilized to power variable speed applications, such as digger derricks, pressure diggers, document shredders, and other variable speed devices.
  • variable speed applications such as digger derricks, pressure diggers, document shredders, and other variable speed devices.
  • variable displacement second hydraulic pump 806 enhances energy utilization by the hybrid-electric powertrain with a PTO driven hydraulic system 800, as the engine 802 and/or the electric motor and generator 803 may be operated at more efficient settings. Therefore, fuel usage, or electric power required, will be lowered.
  • the hydraulic hybrid powertrain 1000 comprises an internal combustion engine 1002 a hydraulic pump 1004 connected to and driven by a PTO 1003.
  • the PTO may be powered by the internal combustion engine 1002, or may be a PTO has described above that may be powered by an electric motor and generator 1005 and/or the internal combustion engine 1002.
  • the hydraulic hybrid powertrain 1000 additionally comprises a hydraulic accumulator 1006 disposed in fluid communication with the hydraulic pump 1004.
  • the hydraulic accumulator 1006 is adapted to store pressurized hydraulic fluid from the hydraulic pump 1004.
  • a hydraulic reservoir 1007 additionally is provided in fluid communication with the hydraulic pump 1004.
  • the hydraulic reservoir 1007 stores low pressure hydraulic fluid that may be pressurized by the hydraulic pump 1004.
  • An accumulator isolation valve 1008 is disposed at an outlet of the hydraulic accumulator 1006.
  • the accumulator isolation valve 1008 controls the flow of hydraulic fluid from the hydraulic accumulator 1006.
  • An accumulator solenoid 1010 positions the 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. It is contemplated that the accumulator solenoid 1010 may also position the accumulator isolation valve 1008 at a variety of intermediate positions between the first position and the second position to control the flow of hydraulic fluid from the hydraulic accumulator 1006.
  • the hydraulic hybrid powertrain 1000 additionally comprises vehicle hydraulic system 1013.
  • the vehicle hydraulic system 1013 may comprise an open center hydraulic system 1015a, a closed center hydraulic system 1015b, or both the open center hydraulic system 1015a, and the closed center hydraulic system 1015b.
  • the vehicle hydraulic system 1013 comprises a vehicle hydraulic component transducer 1014.
  • the vehicle hydraulic component transducer 1014 generates an output signal in response to a hydraulic load within the vehicle hydraulic system.
  • the vehicle hydraulic component transducer 1014 is in electrical communication with an ESC 1016.
  • the ESC 1016 is in electrical communication with a RPM 1018, an ECM 1024, an operator display 1026, and a gauge cluster 1028.
  • the ESC 1016 monitors the output of the hydraulic component transducer 1014 and causes the RPM 1018 to generate an output signal 1022 that is transmitted to the accumulator solenoid 1010 to position the accumulator isolation valve 1008.
  • the accumulator transducer 1012 may be used to generate a message on the operator display 1026, or cause an indication on the gauge cluster 1028, such that an operator may know the state of the hydraulic accumulator 1006.
  • the accumulator isolation valve 1008 reduces internal parasitic leakage within the vehicle hydraulic system 1013 by preventing hydraulic fluid from the hydraulic accumulator 1006 to flow past the closed accumulator isolation valve 1008
  • the hybrid-electric powertrain with a PTO driven hydraulic system 1 100 comprises an internal combustion engine 1 102, an electric motor and generator 1103, a PTO 1104, and a first hydraulic pump 1 106 and a second hydraulic pump 1 108.
  • the PTO 1 104 is adapted to receive power from either the internal combustion engine 1102 or the electric motor and generator 1 103.
  • the PTO 1 104 drives the first hydraulic pump 1 106 and the second hydraulic pump 1108.
  • the first hydraulic pump 1 106 is a fixed displacement hydraulic pump, such as a vane pump
  • the second hydraulic pumpl 108 is a variable displacement hydraulic pump, such as a piston pump.
  • the PTO 1 104 has a first PTO shift mechanism 11 10 a second PTO shift mechanism 1 11 1 and a third PTO shift mechanism 1 112 adapted to allow the engagement and disengagement of the PTO 1104.
  • the first PTO shift mechanism 11 10 and the second PTO shift mechanism 11 1 1 are located at the PTO 1 104, while the third PTO shift mechanism 1 112 is located remotely of the PTO 1 104.
  • the hydraulic system 1 105 depicted in FIG. 1 1 further comprises a reservoir 11 14 that contains hydraulic fluid used in the hydraulic system 1 105.
  • the reservoir is in fluid communication with a hydraulic motor 11 16, hydraulic valves 1 117, and hydraulic cylinders 11 18 of the hydraulic system 1105, providing the necessary fluid to operate the hydraulic motor 11 16, hydraulic cylinders 11 18, and hydraulic valves 1 117.
  • FIG. 1 1 also shows a control arrangement 1 120 of the hybrid-electric powertrain with the PTO driven hydraulic system 1100.
  • the control arrangement 1120 has a first PTO request switch 1122.
  • the first PTO request switch 1122 is disposed in a cab of a vehicle having the hybrid-electric powertrain with the PTO driven hydraulic system 1 100.
  • the first PTO request switch 1 122 may be a transmission shift console mounted membrane type switch.
  • the first PTO request switch 1122 requires an operator to be within the cab of the vehicle in order to activate the PTO 1 104.
  • a second PTO request switch 1124 is disposed in communication with a RPM 1126.
  • the RPM 1 126 is electrically connected to an ESC 1128 via a J1939 compliant cable 1130.
  • the ESC 1 128 is electrically connected to an ECM 1 132 via J1939 cable 1134.
  • a transmission control module 1136, and a hybrid control module 1138 additionally connect to the cable 1134, and therefore are also electrically connected to the ECM 1132 and the ESC 1 128.
  • the second PTO request switch 1 124 is mounted on TEM produced equipment. An example of an application for the second PTO request switch 1 124 would be utilized is in aviation refueling, where PTO controls are often hardwired onto TEM fueling equipment mounted to a truck.
  • a third PTO request switch 1 140 is also provided.
  • the third PTO request switch 1 140 is a wireless-type request switch that communicates with a receiver 1 142.
  • the receiver 1 142 is electrically connected to the RPM 1 126. Examples of applications where the third PTO request switch 1 140 would be utilized include utility operations, recovery operations, and hazardous material handling operations, or other applications where safety may dictate that an operator remain a distance from a vehicle.
  • control arrangement 1 120 is reprogrammable, such that different PTO request switches 1 122, 1 124, 1140 may be allowed to control the PTO 1104.
  • control arrangement 1120 may be programmed so that only the first PTO request switch 1122 is active, only the second PTO request switch 1 124 is active, or only the third PTO request switch 1140 is active, while the other PTO request switches are inactive.
  • control arrangement 1120 may be programmed so that the first PTO request switch 1122 is a primary PTO 1104 activation control, while at least one of the second and third PTO request switch 1124, 1140 serve as a secondary PTO 1104 activation control.
  • control arrangement 1 120 may be programmed so that at least one of the second and third PTO request switch 1 124, 1140 serve as a primary PTO 1 104 activation control, while the first PTO request switch serves as a secondary PTO 1104 activation control.
  • control arrangement 1120 may be programmed so that any of the PTO request switches 1122, 1124, and 1140 may be the primary PTO 1104 activation control, while the other of the PTO request switched 1122, 1124, and 1 140 serve as secondary PTO 1 104 activation controls.
  • the PTO 1 104 of the hybrid-electric powertrain with a PTO driven hydraulic system 1 100 may be engaged, disengaged, or reengaged from more than one location. Such operation is useful when an operator may need to move about a vehicle in order to operate a PTO driven accessory. For example, an operator could engage the PTO 1 104 at one of the second or third PTO request switches 1 122, 1140 and then deactivate the PTO 1104 at the first PTO request switch 1122. As the control arrangement 1 120 is reconfigurable, the PTO request switches 1 122, 1 124, 1 140 that are active may be reprogrammed based on the current use of the vehicle.
  • ECM 1132 By integrating ECM 1132, transmission control module 1136, hybrid control module 1138, and ESC 1 128 operation of the hybrid-electric powertrain with a PTO driven hydraulic system 1100, ties together operation of the engine 1 102, the electric motor and generator 1 103, and TEM equipment, such as the hydraulic motor 11 16.
  • the operation of the PTO 1104 may cause the engine 1102, the electric motor and generator 1103 to operate such that the power source for the PTO 1 104 is selected based on the load placed on the system from the hydraulic pumps 1 106, 1 108.
  • FIG. 12 shows a hybrid-electric powertrain with a PTO driven hydraulic system 1200.
  • the hybrid-electric powertrain with a PTO driven hydraulic system 1200 comprises an internal combustion engine 1202, an electric motor and generator 1203, a PTO 1204, a first hydraulic pump 1206 and a second PTO driven component 1208, which may be another hydraulic pump.
  • the PTO 1204 is adapted to receive power from either the internal combustion engine 1202, the electric motor and generator 1203, or both the engine 1202 and the electric motor and generator 1203.
  • the PTO 1204 drives the first hydraulic pump 1206, the second PTO driven component 1208.
  • the internal combustion engine 1202 may typically be utilized to drive the PTO 1204 to power the first hydraulic pump 1206 when hydraulic demand is high, while the electric motor and generator 1203 is typically utilized to power the PTO 1204 to drive the first hydraulic pump 1206 while hydraulic demand is low, while one or both of the internal combustion engine 1202 and the electric motor and generator 1203 will be utilized to power the second PTO driven component 1208.
  • the PTO 1204 has a first PTO shift mechanism 1210 a second PTO shift mechanism 121 1 adapted to allow the engagement and disengagement of the PTO 1204 and PTO driven components 1206, 1208.
  • FIG. 12 also shows a control arrangement 1220 of the hybrid-electric powertrain with the PTO driven hydraulic system 1200.
  • the control arrangement 1220 monitors operation of the internal combustion engine 1202 and the electric motor and generator 1203 as well as the PTO 1204 and the PTO driven components 1206, 1208.
  • the first PTO shift mechanism provides a first feedback signal 1222 to an RPM 1224.
  • the RPM 1224 is electrically connect to in electrical communication to an ESC 1226 via a J1939 compliant cable 1228.
  • the ESC 1226 is electrically connected to an ECM 1230 via J1939 cable 1232.
  • a transmission control module 1234, and a hybrid control module 1236 additionally connect to the cable 1232, and therefore 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.
  • air solenoids 1240a, 1240b may generate output signals 1242a, 1242b that are in electrical communication with the ESC 1226.
  • the air solenoids 1240a, 1240b may be utilized by systems that utilize pneumatic pressure to activate and deactivate the PTO shift mechanisms 1210, 121 1.
  • a display 1244 may visually depict the information collected by the ESC 1226 regarding the amount of time the PTO 1204 is active, as well as the percent of torque supplied to the PTO 1204 from the internal combustion engine 1202 and the percent of torque supplied to the PTO 1204 that comes from the electric motor and generator 1203.
  • this ESC 1226 may supply the information regarding the amount of time the PTO 1204 is active, as well as the percent of torque supplied to the PTO 1204 from the internal combustion engine 1202 and the percent of torque supplied to the PTO 1204 that comes from the electric motor and generator 1203 via a transmitter 1246 such that remote tracking of the PTO 1204 operations may be performed.
  • FIG. 13 a hybrid-electric powertrain with a PTO driven hydraulic system 1300 is shown.
  • the hybrid-electric powertrain with a PTO driven hydraulic system 1300 comprises an internal combustion engine 1302, an electric motor and 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 and generator 1303.
  • the PTO 1304 drives the first hydraulic pump 1306 and the second hydraulic pump 1308.
  • the internal combustion engine 1302 may typically be utilized to drive the PTO 1304 to power the first hydraulic pump 1306, while the electric motor and generator 1303 is typically utilized to power the PTO 1304 to drive the second hydraulic pump 1308.
  • the use of the first hydraulic pump 1306 or the second hydraulic pump 1308 often depends on a load level placed on a hydraulic system 1305. A large hydraulic load will utilize the first hydraulic pump 1306 driven by the internal combustion engine 1302, while a small hydraulic load will utilize the second hydraulic pump 1308 driven by the electric motor and generator 1303.
  • the hydraulic system 1305 depicted in FIG. 13 further comprises a reservoir 1314 that contains hydraulic fluid used in the hydraulic system 1305.
  • the reservoir is in fluid communication with a hydraulic motor 1316, hydraulic valves 1317, and hydraulic cylinders 1318 of the hydraulic system 1305, providing the necessary fluid to operate the hydraulic motor 1316, hydraulic cylinders 1318, and hydraulic valves 1317.
  • FIG. 13 also shows a control arrangement 1320 of the hybrid-electric powertrain with the PTO driven hydraulic system 1300.
  • the control arrangement 1320 has a first PTO request switch 1322.
  • the first PTO request switch 1322 is disposed in a cab of a vehicle having the hybrid-electric powertrain with the PTO driven hydraulic system 1300.
  • the first PTO request switch 1322 may be a transmission shift console mounted membrane type switch.
  • the first PTO request switch 1322 requires an operator to be within the cab of the vehicle in order to activate the PTO 1304.
  • a second PTO request switch 1324 is disposed in communication with a RPM 1326.
  • the RPM 1326 is electrically connected to an ESC 1328 via a J1939 compliant cable 1330.
  • the ESC 1328 is electrically connected to an ECM 1332 via J1939 cable 1334.
  • a transmission control module 1336, and a hybrid control module 1338 additionally connect to the cable 1334, and therefore are also electrically connected to the ECM 1332 and the ESC 1328.
  • the second PTO request switch 1324 is mounted on TEM produced equipment.
  • a third PTO request switch 1340 is also provided.
  • the third PTO request switch 1340 is a wireless-type request switch that communicates with a receiver 1342.
  • the receiver 1342 is electrically connected to the RPM 1326.
  • a fourth PTO request switch 1325 may also be provided which is generally identical to the second PTO request switch 1324.
  • the control arrangement 1320 thus offers a variety of ways in which the PTO 1304 may be activated and deactivated using at least one of the PTO request switches 1322, 1324, 1325, 1340.
  • a mode selector switch 1340 disposed within a vehicle cab allows at least one of a visual PTO operation indicator 1342 or an audible PTO operation indicator 1344 to be utilized to indicate a change in operation of the PTO 1304, such as the PTO 1304 being activated, or the PTO 1304 being deactivated.
  • the visual PTO indicator 1342 and the audible PTO indicator 1344 are electrically connected to the RPM 1326.
  • a light may be utilized as the visual PTO indicator 1342, while a speaker may be utilized for the audible PTO operation indicator 1344.
  • An operator may select the appropriate one of the visual and audile PTO operation indicator 1342, 1344 depending on the environment the vehicle with the hybrid-electric powertrain with a PTO driven hydraulic system 1300 operates. For example, if the vehicle is in a loud environment, a visual PTO indicator 1342 would be more appropriate, while an audible PTO indicator 1344 may be selected if the vehicle is operated in a bright environment.
  • the visual PTO operation indicator 1342 will provide a different indication when the PTO 1304 is activated, such as a solid light, than when the PTO 1304 is deactivated, such as a blinking light.
  • the audible PTO operation indicator 1344 will provide a different indication when the PTO 1304 is activated, such as a continuous tone for a period of time, than when the PTO 1304 is deactivated, such as an intermittent tone.
  • both the visual PTO indicator 1342 and the audible PTO indicator 1344 will be utilized simultaneously to provide an indication of the state of the PTO 1304.
  • FIG. 14 shows a hybrid-electric powertrain with a PTO driven hydraulic system 1400.
  • the hybrid-electric powertrain with a PTO driven hydraulic system 1400 comprises an internal combustion engine 1402, an electric motor and 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 and generator 1403.
  • the PTO 1404 drives the first hydraulic pump 1406 and the second hydraulic pump 1408.
  • the hydraulic system 1405 depicted in FIG. 14 further comprises a reservoir 1414 that contains hydraulic fluid used in the hydraulic system 1405.
  • the reservoir is in fluid communication with a hydraulic motor 1416, hydraulic valves 1417, and hydraulic cylinders 1418 of the hydraulic system 1405, providing the necessary fluid to operate the hydraulic motor 1416, hydraulic cylinders 1418, and hydraulic valves 1417.
  • FIG. 14 also shows a control arrangement 1420 of the hybrid-electric powertrain with the PTO driven hydraulic system 1400.
  • the control arrangement 1420 has a wireless- type PTO request switch 1422 that communicates with a receiver 1424.
  • the PTO request switch receiver 1424 is disposed in communication with a RPM 1426.
  • the RPM 1426 is electrically connected to an ESC 1428 via a J1939 compliant cable 1430.
  • the ESC 1428 is electrically connected to an ECM 1432 via J1939 cable 1434.
  • a transmission control module 1436, and a hybrid control module 1438 additionally connect to the cable 1434, and therefore are also electrically connected to the ECM 1432 and the ESC 1428.
  • the control arrangement 1420 ensures that any other necessary interlocks, such as a parking brake being set and a vehicle ignition key being in a predetermined position, are met prior to allowing the output of the RPM 1426 to the receiver 1424 to be cycled off. Thus, if PTO 1404 was shut down based on an interlock condition no longer being met, the PTO request switch 1422 will not be able to reactivate the PTO 1404, assuming that interlock condition is still not met.
  • the output of the RPM 1426 to the receiver 1424 may be cycled off for a period of about 100ms. Such a time period is sufficiently short that an operator is unlikely to be making another control request in that period, and is also sufficiently short that an operator is unlikely to notice any delay in operations of the PTO 1404. Thus, an operator may utilize the PTO request switch 1422 to alter the operating state of the PTO 1404, internal combustion engine 1402, or remote equipment, such as hydraulic motor 1416, without having to enter a vehicle cab.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un véhicule équipé pour permettre un fonctionnement avec une prise de force par application directe d’énergie provenant d'un groupe motopropulseur électrique hybride. Un ordinateur est connecté au réseau d'une unité de commande pour recevoir des signaux d'entrée du châssis. Un réseau de l'unité de commande possède un module de commande électronique, un module de commande de transmission, et un module de commande hybride. Le module de commande électronique est connecté électriquement au module de commande de transmission et au module de commande hybride. Un module d’alimentation distant de liaisons de données est installé sur le véhicule pour générer des signaux de demande pour lancer le fonctionnement du groupe motopropulseur électrique hybride du véhicule en vue d’une mise en action de la prise de force. Plusieurs commutateurs de demande de prise de force sont connectés électriquement au réseau de l'unité de commande. L'ordinateur est programmable pour accepter un signal provenant d'au moins un desdits commutateurs pour changer un état de marche de la prise de force.
PCT/US2010/040155 2008-11-12 2010-06-28 Système de commande équipant un véhicule à groupe motopropulseur électrique hybride WO2011056266A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE112010004280T DE112010004280T5 (de) 2008-11-12 2010-06-28 Steuersystem für Ausrüstung an einem Fahrzeug mit einem hybrid-elektrischen Antriebsstrang
US13/505,477 US20120290151A1 (en) 2009-11-06 2010-06-28 Control system for equipment on a vehicle with a hybrid-electric powertrain
JP2012537869A JP2013510039A (ja) 2009-11-06 2010-06-28 ハイブリッド電気パワートレインを備えた車両装備機器の制御システム
BR112012010646A BR112012010646A2 (pt) 2008-11-12 2010-06-28 sistema de controle para equipamento em um veículo com um conjunto de força elétrico híbrido
SE1250590A SE1250590A1 (sv) 2008-11-12 2010-06-28 Manöversystem för utrustning på ett fordon med elhybriddrivsystem
CN201080061030.3A CN102712245A (zh) 2009-11-06 2010-06-28 用于具有混合电动系统的车辆上设备的控制系统

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
USPCT/US2009/063468 2009-11-06
USPCT/US2009/063561 2009-11-06
USPCT/US2009/063470 2009-11-06
PCT/US2009/063561 WO2010056604A2 (fr) 2008-11-13 2009-11-06 Stratégie pour maintenir un état de charge d'un groupe de batteries à basse tension dans un véhicule électrique hybride comprenant un groupe de batteries de traction à haute tension
PCT/US2009/063470 WO2010056594A2 (fr) 2008-11-12 2009-11-06 Système de commande pour un équipement sur un véhicule à transmission électrique hybride
PCT/US2009/063468 WO2010056593A2 (fr) 2008-11-12 2009-11-06 Système de commande pour un équipement sur un véhicule à transmission électrique hybride

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WO2011056266A1 true WO2011056266A1 (fr) 2011-05-12

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PCT/US2010/040155 WO2011056266A1 (fr) 2008-11-12 2010-06-28 Système de commande équipant un véhicule à groupe motopropulseur électrique hybride

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US20070191180A1 (en) * 2004-10-29 2007-08-16 Tai-Her Yang Split serial-parallel hybrid dual-power drive system
US20070012492A1 (en) * 2005-06-22 2007-01-18 Duo Deng Power generation system suitable for hybrid electric vehicles
US7281595B2 (en) * 2005-12-13 2007-10-16 International Truck Intellectual Property Company, Llc System for integrating body equipment with a vehicle hybrid powertrain
US20090173557A1 (en) * 2006-04-10 2009-07-09 Klaus Joos Defined internal combustion engine operation in vehicles having a hybrid drive
US20070256870A1 (en) * 2006-05-03 2007-11-08 Holmes Alan G Hybrid powertrain with electrically variable transmission having parallel friction launch and method
US20090095549A1 (en) * 2007-10-12 2009-04-16 Joseph Thomas Dalum Hybrid vehicle drive system and method and idle reduction system and method

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8545367B2 (en) 2010-09-10 2013-10-01 Allison Transmission, Inc. Hybrid system
US9358866B2 (en) 2010-09-10 2016-06-07 Allison Transmission, Inc. Hybrid system
US10023184B2 (en) 2010-09-10 2018-07-17 Allison Transmission, Inc. Hybrid system
US20210252975A1 (en) * 2020-02-19 2021-08-19 Deere & Company Electric power take off
US11926209B2 (en) * 2020-02-19 2024-03-12 Deere & Company Electric power take off

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