Controlling Power Output Of Secondary Powertrain In Dual Powertrain Machine

• US 20130018554A1
• Filed: 07/15/2011
• Published: 01/17/2013
• Est. Priority Date: 07/15/2011
• Status: Abandoned Application

• Current Assignee: Caterpillar Incorporated
• Original Assignee: Caterpillar Incorporated
• Inventors: Steinlage, Justin Lee, Wisley, David Richard, Goraya, Fazal Ahmad, Byers, Brian Allen
• Application Number:
  US13/183,788
• Publication Number:
  US 20130018554A1
• Time in Patent Office: Days
• US Class Current: 701/54
• CPC Class Codes: B60K 5/08 comprising more than one engine
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 30/146 Speed limiting
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: B60Y 2200/40 Special vehicles
• CPC Class Codes: B60Y 2200/41 Construction vehicles, e.g. graders, excavators
• CPC Class Codes: B60Y 2200/417 Articulated frame vehicles

Abstract

A method of controlling a dual powertrain machine includes propelling the dual powertrain machine by transmitting power from a first engine of a primary electronically controlled powertrain to a first set of ground engaging elements, and transmitting power from a second engine of a secondary electronically controlled powertrain to a second set of ground engaging elements. The method also includes identifying a runout condition of the primary electronically controlled powertrain, and limiting a power output of the secondary electronically controlled powertrain responsive to the runout condition.

Claims

1. A method of controlling a dual powertrain machine, comprising:

propelling the dual powertrain machine by transmitting power from a first engine of a primary electronically controlled powertrain to a first set of ground engaging elements and transmitting power from a second engine of a secondary electronically controlled powertrain to a second set of ground engaging elements;

identifying a runout condition of the primary electronically controlled powertrain; and

limiting a power output of the secondary electronically controlled powertrain responsive to the runout condition.

2. The method of claim 1, wherein the identifying step includes determining if the primary electronically controlled powertrain is operating in a top gear, and determining if a deviation of a current engine speed of the first engine from an engine speed limit of the first engine is within a predetermined range.

3. The method of claim 2, further including setting the engine speed limit to a high idle speed.

4. The method of claim 2, further including determining the engine speed limit based on a machine speed limit and a current gear ratio of the primary electronically controlled powertrain.

5. The method of claim 2, further including limiting the top gear using a gear hold feature.

6. The method of claim 2, wherein the limiting step includes limiting a power output of the second engine based on the deviation if the primary electronically controlled powertrain is operating in the top gear and the deviation is within the predetermined range.

7. The method of claim 2, wherein the limiting step further includes limiting a power output of the second engine based on the deviation using a feedback loop.

8. The method of claim 7, further including:

setting a gain constant for the feedback loop to a maximum derate value if the deviation is within the predetermined range and the primary electronically controlled powertrain is operating in the top gear; and

setting the gain constant for the feedback loop to a minimum derate value if the deviation is outside of the predetermined range or the primary electronically controlled powertrain is operating in a gear other than the top gear.

9. A dual powertrain machine, comprising:

a primary electronically controlled powertrain including a first transmission coupling a first engine and a first set of ground engaging elements;

a secondary electronically controlled powertrain including a second transmission coupling a second engine and a second set of ground engaging elements; and

at least one electronic controller in communication with the primary electronically controlled powertrain and the secondary electronically controlled powertrain, wherein the at least one electronic controller is configured to identify a runout condition of the primary electronically controlled powertrain, and limit a power output of the secondary electronically controlled powertrain responsive to the runout condition.

10. The dual powertrain machine of claim 9, wherein the at least one electronic controller is further configured to determine if the first transmission is operating in a top gear, and determine if a deviation of a current engine speed of the first engine from an engine speed limit of the first engine is within a predetermined range.

11. The dual powertrain machine of claim 10, wherein the engine speed limit corresponds to a high idle speed.

12. The dual powertrain machine of claim 10, wherein the engine speed limit is based on a machine speed limit and a current gear ratio of the first transmission.

13. The dual powertrain machine of claim 10, further including a gear hold feature configured to limit the top gear.

14. The dual powertrain machine of claim 10, wherein the at least one electronic controller is further configured to limit a power output of the second engine based on the deviation if the first transmission is operating in the top gear and the deviation is within the predetermined range.

15. The dual powertrain machine of claim 10, wherein the at least one electronic controller is further configured to limit a power output of the second engine based on the deviation using a feedback loop.

16. The dual powertrain machine of claim 15, wherein the at least one electronic controller is further configured to set a gain constant for the feedback loop to a maximum derate value if the deviation is within the predetermined range and the first transmission is operating in the top gear, and set the gain constant for the feedback loop to a minimum derate value if the deviation is outside of the predetermined range or the first transmission is operating in a gear other than the top gear.

17. The dual powertrain machine of claim 9, wherein the primary electronically controlled powertrain corresponds to a front portion of an articulated machine and the secondary electronically controlled powertrain corresponds to a rear portion of the articulated machine.

18. The dual powertrain machine of claim 17, wherein the primary and secondary electronically controlled powertrains include a direct drive operation mode and a converter drive operation mode.