Vehicle overspeed protection system

• US 8,733,489 B2
• Filed: 02/15/2011
• Issued: 05/27/2014
• Est. Priority Date: 02/15/2011
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Heine, Karl G., Didelot, David R., Rindfleisch, David F., Starkey, Carl R.
• Primary Examiner(s): Restifo, Jeffrey J
• Application Number:
  US13/027,998
• Publication Number:
  US 20120205178A1
• Time in Patent Office: 1,197 Days
• Field of Search: 180/170, 180/174, 180/178, 180/179
• US Class Current: 180/170
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 2300/50 Tilting frame vehicles
• CPC Class Codes: B60W 30/143 Speed control B60W30/16 takes precedence
• CPC Class Codes: B60W 30/18109 Braking
• CPC Class Codes: B60Y 2200/148 Semi-trailers, articulated vehicles

Abstract

An articulated vehicle is provided having a cab portion, a trailer portion, and a coupling assembly positioned between the cab portion and the trailer portion. A front wheel assembly may support the cab portion, and a rear wheel assembly may support the trailer portion. The vehicle may include an overspeed protection system configured to protect the vehicle from an overspeed condition.

Claims

1. A work vehicle including:

an engine including a throttle device;

a transmission coupled to the engine;

a chassis including a cab portion, a trailer portion, and a coupling device positioned between the cab portion and the trailer portion, the cab portion including a first frame and the trailer portion including a second frame, the coupling device being configured to provide pivoting movement of the trailer portion relative to the cab portion;

a front wheel assembly configured to support the cab portion, the front wheel assembly including a first axle and a pair of wheels coupled to the first axle;

a rear wheel assembly configured to support the trailer portion, the rear wheel assembly including a second axle and a pair of wheels coupled to the second axle;

a drive shaft coupled between the first wheel assembly and the second wheel assembly;

a brake coupled to at least one of the front and rear wheel assemblies and configured to apply a braking force to the at least one of the front and rear wheel assemblies;

a sensor configured to detect a speed of the vehicle; and

a controller in communication with the brake and the sensor, the controller being configured to control an opening of the throttle device of the engine, the controller being configured to automatically reduce the opening of the throttle device upon the detected vehicle speed being outside a first threshold range and to automatically actuate the brake upon the detected vehicle speed being outside a second threshold range, the second threshold range being greater than the first threshold range.

2. The work vehicle of claim 1, wherein the first threshold range includes vehicle speeds less than a first maximum speed and the second threshold range includes vehicle speeds less than a second maximum speed, the first maximum speed being less than the second maximum speed.

3. The work vehicle of claim 2, wherein the vehicle speed includes a rotational speed of the transmission, wherein the first maximum speed is about 3500 revolutions per minute and the second maximum speed is about 3750 revolutions per minute.

4. The work vehicle of claim 2, wherein the controller is configured to resume a normal operation of the throttle device upon the detected vehicle speed being less than a first deactivation speed and to release the automatically applied brake upon the detected vehicle speed being less than a second deactivation speed, the first and second deactivation speeds being less than the first and second maximum speeds.

5. The work vehicle of claim 4, wherein the first deactivation speed is greater than the second deactivation speed.

6. The work vehicle of claim 4, wherein the detected vehicle speed includes a rotational speed of the transmission, wherein the first deactivation speed is about 3440 revolutions per minute and the second deactivation speed is about 2865 revolutions per minute.

7. The work vehicle of claim 2, further including a transmission retarder coupled to the transmission and at least one parasitic load coupled to the engine, the engine being configured to provide power to the at least one parasitic load, the controller being configured to activate at least one of the transmission retarder and the at least one parasitic load upon the detected vehicle speed being greater than a third maximum speed, the third maximum speed being greater than the first maximum speed and less than the second maximum speed.

8. The work vehicle of claim 7, wherein the detected vehicle speed includes a rotational speed of the transmission, wherein the first maximum speed is about 3500 revolutions per minute, the second maximum speed is about 3750 revolutions per minute, and the third maximum speed is about 3630 revolutions per minute.

9. The work vehicle of claim 7, wherein the at least one parasitic load includes at least one of a cooling fan, an air conditioning compressor, and an alternator.

10. The work vehicle of claim 1, wherein the controller is configured to monitor a deceleration rate of the vehicle based on the detected vehicle speed, the controller varying the braking force applied with the brake based on the deceleration rate of the vehicle.

11. The work vehicle of claim 10, wherein the controller reduces the braking force applied with the brake upon the deceleration rate of the vehicle exceeding a predetermined maximum value.

12. The work vehicle of claim 1, wherein the brake is coupled to the first axle of the front wheel assembly, further including a second brake coupled to the second axle of the rear wheel assembly, the controller being configured to automatically actuate the brake and the second brake upon the detected vehicle speed being outside the second threshold range.

13. A vehicle including:

a front portion including a front frame, an engine supported by the front frame, and a transmission coupled to the engine;

at least one of a retarder coupled to the transmission and a parasitic load coupled to the engine, activation of the at least one of the retarder and the parasitic load being configured to inhibit a rotation of the transmission;

a front wheel assembly operably coupled to the front frame to support the front portion, the front wheel assembly including a first axle and a pair of wheels coupled to the first axle;

a trailer portion including a rear frame;

a rear wheel assembly operably coupled to the rear frame to support the trailer portion, the rear wheel assembly including a second axle and a pair of wheels coupled to the second axle;

a frame coupling positioned between the front frame and the rear frame, the frame coupling being configured to provide pivoting movement between the front frame and the rear frame;

a drive shaft coupled between the front wheel assembly and the rear wheel assembly;

a brake coupled to at least one of the front and rear wheel assemblies and configured to apply a braking force to the at least one of the front and rear wheel assemblies;

a sensor configured to detect a speed of the transmission; and

a controller in communication with the brake, the sensor, and the at least one of the retarder and the parasitic load, the controller being configured to automatically activate the at least one of the retarder and the parasitic load upon the detected transmission speed being outside a first threshold range and to automatically actuate the brake upon the detected transmission speed being outside a second threshold range, the second threshold range being greater than the first threshold range.

14. The vehicle of claim 13, wherein the engine includes a throttle configured to regulate air intake into the engine, the controller being configured to provide a throttle demand for controlling a position of the throttle, the controller being configured to automatically reduce the throttle demand upon the detected transmission speed being outside a third threshold range, the third threshold range being less than the first threshold range and the second threshold range.

15. The vehicle of claim 14, wherein the first threshold range includes transmission speeds less than a first maximum speed, the second threshold range includes transmission speeds less than a second maximum speed, and the third threshold range includes speeds less than a third maximum speed, the third maximum speed being less than the first maximum speed, the first maximum speed being less than the second maximum speed.

16. The vehicle of claim 15, wherein the first maximum speed is about 3630 revolutions per minute, the second maximum speed is about 3750 revolutions per minute, and the third maximum speed is about 3500 revolutions per minute.

17. The vehicle of claim 14, wherein the controller is configured to resume a normal operation of the throttle and to deactivate the at least one of the retarder and the parasitic load upon the detected transmission speed being within a first deactivation range, wherein the controller is configured to release the automatically applied brake upon the detected transmission speed being within a second deactivation range, the first deactivation range being greater than the second deactivation range.

18. The vehicle of claim 17, wherein the first deactivation range includes transmission speeds less than about 3440 revolutions per minute and the second deactivation range includes transmission speeds less than about 2865 revolutions per minute.

19. The vehicle of claim 13, wherein the at least one parasitic load includes at least one of a cooling fan, an air conditioning compressor, and an alternator.

20. The vehicle of claim 13, wherein the controller is configured to monitor a deceleration rate of the transmission based on the detected transmission speed, the controller varying the braking force applied with the brake based on the deceleration rate of the transmission.

21. The vehicle of claim 20, wherein the controller reduces the braking force applied with the brake upon the deceleration rate of the transmission exceeding a predetermined maximum value.

22. An overspeed protection method for a vehicle, the method including:

providing a vehicle including a cab portion, a trailer portion, a drive train, and a coupling device positioned between the cab portion and the trailer portion, the coupling device being configured to provide pivoting movement between the trailer portion and the cab portion, the cab portion including a front wheel assembly and the trailer portion including a rear wheel assembly, at least one of the front wheel assembly and the rear wheel assembly including a brake, the drive train including an engine and a transmission coupled to the engine;

detecting a speed of the drive train;

comparing the detected speed to a first threshold range;

reducing a throttle demand to the engine upon the detected speed being outside the first threshold range;

comparing the detected speed to a second threshold range, the second threshold range being greater than the first threshold range; and

activating the brake upon the detected speed being outside the second threshold range.

23. The method of claim 22, wherein the first threshold range includes drive train speeds less than a first maximum speed and the second threshold range includes drive train speeds less than a second maximum speed, the first maximum speed being less than the second maximum speed.

24. The method of claim 23, wherein the drive train speed includes a rotational speed of the transmission, wherein the first maximum speed is about 3500 revolutions per minute and the second maximum speed is about 3750 revolutions per minute.

25. The method of claim 23, further including the steps of terminating the reducing step upon the detected speed being less than a first deactivation speed and terminating the activating step upon the detected speed being less than a second deactivation speed, the first and second deactivation speeds being less than the first and second maximum speeds.

26. The method of claim 25, wherein the detected speed includes a rotational speed of the transmission, wherein the first deactivation speed is about 3440 revolutions per minute and the second deactivation speed is about 2865 revolutions per minute.

27. The method of claim 22, the vehicle further including a transmission retarder coupled to the transmission and at least one parasitic load coupled to the engine, the engine being configured to provide power to the at least one parasitic load, further including the step of activating at least one of the transmission retarder and the at least one parasitic load upon the detected speed being outside a third threshold range, the third threshold range being greater than the first threshold range and less than the second threshold range.

28. The method of claim 27, wherein the detected speed includes a rotational speed of the transmission, wherein the first threshold range includes speeds less than about 3500 revolutions per minute, the second threshold range includes speeds less than about 3750 revolutions per minute, and the third threshold range includes speeds less than about 3630 revolutions per minute.

29. The method of claim 22, further including the steps of monitoring a deceleration rate of the drive train based on the detected speed and varying a braking force of the brake based on the deceleration rate.

30. The method of claim 29, wherein the varying step includes reducing the braking force upon the deceleration rate of the drive train exceeding a maximum threshold value.