Dual Powertrain PTO Control for Uninterrupted Vehicle Propulsion
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Vehicle powertrains face challenges in managing power take-offs due to unknown auxiliary power consumers, leading to disturbances or interruptions in propulsion, particularly when connected to conventional automated manual transmissions, and existing solutions are limited to specific powertrain configurations.
Innovation Solution
A method and control arrangement for vehicles with at least two mechanically separated powertrains, allowing independent power flow to a power take-off by disconnecting the first powertrain from drive wheels and redistributing motive force to meet total demand using the second powertrain, enabling non-interrupted power to auxiliary consumers.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a power take-off is connected to a conventional automated manual transmission to power auxiliary consumers, then auxiliary power can be provided, but disturbances or interruptions in vehicle propulsion occur
Solution Approach 1:
The powertrain is divided into two mechanically separated powertrains: a first powertrain dedicated to powering the power take-off and auxiliary consumers, and one or more second powertrains dedicated to vehicle propulsion. This segmentation allows independent operation of each powertrain, eliminating disturbances to propulsion when powering auxiliary consumers.
Solution Approach 2:
The power take-off function is extracted from the main propulsion powertrain and assigned to a dedicated first powertrain. This extraction allows the propulsion function to be handled independently by second powertrains without interference from auxiliary power demands.
2Adaptability or versatility
If the power take-off is connected to the powertrain to enable auxiliary power consumers, then auxiliary devices can be powered, but control strategy development becomes difficult due to unknown power demands
Solution Approach 1:
The first powertrain is designed with universal functionality to handle various auxiliary power consumers with different power demands and characteristics. By dedicating a complete powertrain to auxiliary functions, the system can adapt to any auxiliary consumer configuration without complicating the overall control strategy, as the first powertrain operates independently based on auxiliary power requirements.
3Device complexity
If a single powertrain is used for both propulsion and auxiliary power, then system complexity is reduced, but power flow to auxiliary consumers must be interrupted or disturbed
Solution Approach 1:
The powertrain system is segmented into two independently operating powertrains, allowing continuous power flow to both propulsion and auxiliary consumers simultaneously without energy loss from interruptions or disturbances.
Data Source
Figure 1~3
Figure 4
Figure 5
AI summary
Control arrangement (100) and method for controlling a vehicle (1), said vehicle (1) comprising at least two mechanically separated powertrains including a first powertrain (20) and one or more second powertrains (30). The vehicle (1) further comprises a power take-off (11, 12, 13) configured to be powered by the first powertrain (20). The method comprises, while the vehicle is in motion and power unit(s) of the first powertrain are disconnected from their corresponding drive wheel(s), controlling (S108) the first powertrain (20) to power the power take-off (11, 12, 13) and controlling (S104) the one or more second powertrains (30) to meet a total motive force demand of the vehicle (1).