• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE536837C2
    申请号:SE1250649
    申请日:2009-12-18
    公开日:2014-09-30
    发明作者:Jay Bissontz
    申请人:Int Truck Intellectual Prop Co；
    IPC主号:
    专利说明:

    [3] According to one embodiment, a method is provided for operating a power take-off system for an electric hybrid vehicle with an internal combustion engine and an electric hybrid engine and generator. An output signal is generated from a user input switch to supply a torque mechanism with torque from the internal combustion engine. A connection mechanism is opened in response to the output of the user input switch. A PTO mechanism is disconnected from an electric hybrid motor and generator in response to the opening of the connection mechanism. An internal combustion engine is started with the help of the electric hybrid engine and the generator. The clutch mechanism closes after the internal combustion engine is started.
    [4] According to another embodiment, a method is provided for operating a power take-off system for an electric hybrid vehicle with an internal combustion engine and an electric hybrid engine and generator. Loads of a power take-off mechanism are monitored with a hybrid control module while the power take-off receives energy from an electric hybrid motor and generator. A clutch mechanism is opened in response to the monitoring of the power take-off mechanism load when the load exceeds a predetermined limit value. A power take-off mechanism is disconnected from an electric hybrid motor and generator in response to the opening of the engagement mechanism. An internal combustion engine is started with the help of the electric hybrid engine and the generator. The clutch mechanism closes after the internal combustion engine is started.
    [5] Figs. 1, 2 and 3 are schematic views of a vehicle with 10 536 837 electric hybrid drive system and a power take-off driven hydraulic system comprising a combination valve in the open position, and
    [6] Position.
    [7] Figs. 1, 2 and 3 show a schematic view of a vehicle with a power take-off accessory 1 mounted on the vehicle, an internal combustion engine 2, an electric hybrid engine and generator 3 and a power take-off mechanism 4. Further information regarding vehicles with power take-off accessories and an electric hybrid drive system can be found in US7281595. The internal combustion engine 2 can be a diesel engine. As shown in Figs. 1, 2 and 3, the PTO drive 1 is a hydraulic digging device for use when the vehicle is stationary but a plurality of other PTO drives can be used. Since the PTO-driven accessory 1 shown in Figs. 1, 2 and 3 is designed for use when the vehicle is stationary, the electric hybrid motor and the generator 3 can supply the PTO mechanism 4 with energy when the vehicle is stationary. In case the PTO drive 1 is to be used in a manner where the operator is expected to need a large amount of energy, the operator can initiate a transition from electric hybrid engine and generator operation 3 of the PTO 4 to the internal combustion engine 2 of the PTO 4 after starting the internal combustion engine 2. Therefore, the PTO is coupled to be driven by both the internal combustion engine 2 and the electric hybrid engine and the generator 3. Thus, the power take-off mechanism 4 is designed to receive torque from one or both of the internal combustion engines 2 and the electric hybrid engine and the generator 3, such as by means of shafts, gears, belts or the like.
    [8] An operator can receive an alarm that the electric hybrid motor and the generator 3 are approaching their maximum energy capacity, whereby the operator can monitor an energy electronics system 35, the generator 3, which controls the electric hybrid motor and supply enough energy to the PTO mechanism, or the operator simply knows through its experience that the electric hybrid motor and generator 3 are unlikely to be able to supply enough power to the PTO mechanism 4 which causes the operator to activate a switch 25 which generates a signal sent to a Controller Area Network (CAN) data link module, such as a remote 837 power module 13. It is understood that when "signal" is mentioned herein, there are suitable conductors for transmitting the signal. The remote power module 13 in turn generates a signal which is sent over a first data link 12 to an electrical system controller ("ESC") 15.
    [9] The electrical control unit 15 sends a signal over a second data link 22 to a hybrid control module ("HCM") 17. The signal from the electrical control unit to the hybrid control module 17 informs the hybrid control module 17 that the PTO mechanism 4 is about to be disconnected based on the signal from the switch 25 and the internal combustion engine 2 will be started.
    [10] When the electrical system controller 15 determines that the load inside the hydraulic system 5 is low enough, the electrical system controller 15 sends a signal to the hybrid control module 17 instructing the hybrid control module 17 to disengage a transmission 30 by means of a clutch 31 via an electrical clutch actuator. When the clutch 31 is disengaged from the transmission 30, the electric hybrid engine and the generator 3 act as the starting motor for the internal combustion engine 2, and initiate operation of the internal combustion engine 2.
    [11] When the internal combustion engine 2 is in normal operation, the electrical system controller 15 again monitors the transducer output 29 from the transducer 28 to determine if anyone is trying to use the power take-off accessory 1. The electrical system controller 15 reactivates the output 26 so that the engagement mechanism 27 engages the power take-off mechanism. 4 is driven by the internal combustion engine 2 instead of the electric hybrid engine and the generator 3.
    [12] The electrical system control unit 15 continues to monitor the output 29 of the converter 28, and if the output signal 29 indicates that the power take-off accessory 1 is no longer in use, the electrical system control unit 15 sends a signal to the hybrid control module 17 to turn off the internal combustion engine 2.
    [13] In addition to turning off the internal combustion engine 2 when the PTO drive is no longer in use, the internal combustion engine 2 can be switched off when the high voltage batteries 16 of the energy electronics system 35 are fully charged, chassis batteries 33 are fully charged or the hybrid control module 17 communicates over the second data control unit. the load generated by the PTO shaft 1 is small enough so that the electric hybrid motor and the generator 3 can supply sufficient energy to the PTO mechanism 4 to drive the PTO shaft 1.
    [14] In addition to a user-initiated method for switching from operation of the power take-off mechanism 4 by electric hybrid and the generator 3 to operation of the power take-off mechanism 4 by the internal combustion engine 2, an automatic method is provided for switching from operation of the power take-off mechanism 4 by electric hybrid and generator 3 to operation of the PTO mechanism 4 through the internal combustion engine 2.
    [15] The automatic method for switching from operation of the power take-off mechanism 4 by electric hybrid and the generator 3 to operation of the power take-off mechanism 4 by the internal combustion engine 2 is similar to the method initiated by the user. The PTO mechanism 4 receives energy from the electric hybrid engine and the generator 3 to drive a PTO driven accessory 1. The PTO drive accessory 1 is an accessory designed to be used when the vehicle is not in motion, so the internal combustion engine 2 does not always have to be used. 536 837
    [16] The hybrid control module 17 monitors the energy electronics system 35 as well as the loads caused by the PTO-driven accessory 1. When the hybrid control module 17 detects that the energy electronics system 35 of the electric hybrid motor and the generator 3 cannot supply enough energy to the power take-off mechanism 4, the hybrid control module 17 generates a signal which is sent to the electrical system control unit 15 over the second data link 22.
    [17] In response to the signal from the hybrid control module, the electrical system controller 15 responds to the hybrid control module 17 to notify the hybrid control module 17 that the power take-off mechanism 4 is about to be disconnected based on the signal from the hybrid control module 17, and that the internal combustion engine 2 will start. The electrical system controller 15 will also deactivate the output 26 which controls the engagement mechanism 27 for engaging and disengaging the power take-off mechanism in response to the signal from the hybrid control module 17. The disengagement of the power take-off mechanism 4 disengages a first hydraulic pump 18 and a second hydraulic pump 21 driven by the power take-off mechanism. 4 has been disconnected, the electrical system control unit monitors a converter 28 which generates converter output signals 29 so that the electrical system control unit 15 can monitor the load inside a hydraulic system 5.
    [18] When 15 determines that the load inside the hydraulic system 5 is low enough, the electrical system controller 15 sends a signal to the hybrid control module 17 instructing the hybrid control module 17 to disengage a transmission 30 by means of a clutch 31 via an electrical clutch actuator 32. When the clutch 31 is disengaged from the transmission The electric hybrid motor and the generator 3 act as the starting motor for the internal combustion engine 2, and initiate operation of the internal combustion engine 2. the electric system control unit
    [19] When the internal combustion engine 2 is in normal operation, the electrical system controller 15 monitors the transducer output 29 from the transducer 28 to determine if anyone is trying to use the power take-off accessory 1. The electrical system controller 15 reactivates the output 26 so that the engagement mechanism 27 returns the power take-off mechanism 4. The power take-off mechanism instead of the electric hybrid engine and generator 3.
    [20] The electrical system control unit 15 continues to monitor the output 29 of the transducer 28, and if the output signal 29 indicates that the power take-off accessory 1 is no longer in use, the electrical system control unit 15 sends a signal to the hybrid control module 17 to turn off the internal combustion engine 2.
    [21] In addition to turning off the internal combustion engine 2 when the PTO accessory is no longer in use, the internal combustion engine 2 can be switched off when high voltage batteries 16 of the energy electronics system 35 are fully charged, chassis batteries 33 are fully charged or the hybrid control module 17 communicates over the second data control unit 22 to the electrical system. the loads generated by the PTO shaft 1 are small enough that the electric hybrid motor and the generator 3 can supply sufficient energy to the PTO mechanism 4 to drive the PTO shaft 1.
    [22] The use of the electric hybrid engine and the generator 3 thus enables the use of the power take-off accessory 1 without the internal combustion engine 2 having to be continuously running when the electric hybrid engine and the generator 3 drive the power take-off mechanism 4, which reduces the fuel consumption of the vehicle 4. required, or the energy electronics system 35 is not sufficiently charged to drive the electric hybrid engine and generator 3. Thus, the vehicle can save fuel when using the PTO accessory 1 for lighter tasks but still maintain the ability to perform heavy tasks by using the internal combustion engine 2.
    [23] In Fig. 3, the first data link 12 is J1939 / 250k (private) and the second data link 22 is J1939 / 250k (public). The electrical system controller 15 is connected to a center of the instrument panel 40 via a 1702/1587 9.8k (private) 41.
    The electrical system controller 15 is further connected to an instrument set 42 via the second data link 22. A push button change console 43 and an EATON (private) 44 are connected to a TCM 45.
    权利要求:
    Claims (11)
    [1]
    Method for operating a power take-off system (1) for an electric hybrid vehicle with an internal combustion engine (2) and an electric hybrid engine and generator (3), characterized by: generating an output signal (26) from a user input switch (25) for supplying a power take-off mechanism ( 4) with torque from the internal combustion engine (2), open a switching mechanism (27) in response to the output signal (26) from the user input switch (25), disconnect a power take-off mechanism (4) from an electric hybrid engine and generator (3) in response to the opening of the switching mechanism (27), start the internal combustion engine (2) using the electric hybrid engine and the generator (3), close the engagement mechanism (27) after the internal combustion engine (2) is started, and provide torque to the internal combustion engine (2) as the engagement mechanism (27). the PTO mechanism (4) from response to closing of
    [2]
    The method of claim 1 further comprising monitoring load of the PTO mechanism (4) after disengaging the PTO mechanism (4) before starting the internal combustion engine (2).
    [3]
    A method according to claim 2, wherein the internal combustion engine (2) is started only after the load of the PTO mechanism (4) is below a predetermined limit.
    [4]
    The method of claim 1 further comprising monitoring the load of the PTO mechanism (4) prior to closing the clutch mechanism (27).
    [5]
    The method of claim 1 further comprising closing a clutch (31) connecting the internal combustion engine (2) to the electric hybrid engine and the generator (3) prior to starting the internal combustion engine (2).
    [6]
    Method for operating a power take-off system (1) for an electric hybrid vehicle with an internal combustion engine (2) and an electric hybrid engine and generator (3), characterized by: monitoring the load of a power take-off mechanism (4) with a hybrid control module (17) while the PTO system (1) receives energy from an electric hybrid motor and generator (3), open a clutch mechanism (27) in response to monitored load of the PTO mechanism (4) when the load exceeds a predetermined limit value, disconnect a PTO mechanism (4) from an electric hybrid engine and generator (3) in response to the opening of the engagement mechanism (27), start an internal combustion engine (2) by means of the electric hybrid engine and the generator (3), close the engagement mechanism (27) after the internal combustion engine (2) is started, and provide torque from the PTO mechanism (4) as the engagement mechanism (27). the internal combustion engine (2) in response to the shutdown of
    [7]
    The method of claim 6 further comprising: monitoring load of a power take-off mechanism (4) with an electric hybrid control module (17) while the power take-off mechanism (4) is driven by the internal combustion engine (2), opening the engagement mechanism (27) in response to monitored load of the power take-off mechanism ( 4) falls below a predetermined limit value, disconnect the PTO mechanism (4) from the internal combustion engine (2) in response to opening the engagement mechanism (27), switch off the internal combustion engine (2), close the engagement mechanism (27) after switching off the internal combustion engine (2), and provide torque to the power take-off mechanism (4) from the electric hybrid motor and the generator (3) in response to closing the clutch mechanism (27).
    [8]
    The method of claim 6 further comprising monitoring the load of the PTO mechanism (4) after disengaging the PTO mechanism (4) before starting the internal combustion engine (2).
    [9]
    A method according to claim 8, wherein starting of the internal combustion engine (2) is performed only after the load of the PTO mechanism (4) is below a predetermined limit. lO 536 837
    [10]
    The method of claim 6 further comprising monitoring the load of the PTO mechanism (4) prior to closing the clutch mechanism (27).
    [11]
    The method of claim 6 further comprising closing an internal combustion engine (2) and the electric hybrid engine and generator (3) connecting clutch (31) prior to starting the internal combustion engine (2). 10
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    同族专利:
    公开号 | 公开日
    AU2009356699B2|2013-08-29|
    CN102656040A|2012-09-05|
    US20120265389A1|2012-10-18|
    AU2009356699A1|2012-07-05|
    SE1250649A1|2012-06-19|
    US9139193B2|2015-09-22|
    WO2011075143A1|2011-06-23|
    MX2012006693A|2012-07-17|
    DE112009005453T5|2012-09-20|
    CN102656040B|2015-01-07|
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    法律状态:
    2016-08-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/US2009/068740|WO2011075143A1|2009-12-18|2009-12-18|Control system for pto equipment on a vehicle with a hybrid-electric drivetrain|
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