Caterpillar Inc.

Other

William James Tate

Michael D Staub

Stephen R Olson

Alexander Cameron Crosman, Iii

Cameron T Lane

Bradley Bailey

Keith A Kabrick

Walter Earle Earleson

Matthew L Hendrickson

Giles Kent Sorrells

Michael D Hudson

Joseph Edward Tabor

Tom N Brooks

Craig L Koehrsen

Karl W Kleimenhagen

Rodwan Tarek Adra

Thomas M Baker

Eric M Andris

Robert Roy Sychra

Daniel Stanek

Dustin Craig Selvey

Baojun Si

Mark R Hawkins

Gregory L Williamson

Kevin Dwight King

Bruce Henry Hein

Edward Lee Zwilling

Frederick Beach

William M McClure

Lorne W Tweed

Srikar Thaduvayi

Robert Paul Bertsch

Mary Jill Trumper

Thuong Dao Anh Le

Jeffrey E Brand

Michael B Brennemann

Douglas J Lockhart

Jill Trumper

Ekrem Kayikci

Jeffrey A Brand

Systems and methods are disclosed for reducing engine fuel consumption during regenerative braking. According to certain embodiments, the regenerative braking system has an engine, a generator, a rectifier, a first inverter, a traction motor, and a reverse recovery unit. The generator is configured to be driven by the engine to produce AC electrical power. The rectifier is configured to receive AC electrical power from the generator and convert the AC power to DC power. The first inverter is configured to receive the DC power and convert the DC power to AC power. The traction motor is configured to be driven by the AC power in a traction mode, and to produce regenerated power when rotated in reverse in a regenerative braking mode. The reverse recovery unit has a second inverter and a filter. The second inverter is electrically connected in parallel with the rectifier and configured to communicate at least part of the regenerated power from the traction motor to the generator during the regenerative braking mode. The filter is electrically connected downstream of the second inverter and in parallel with the rectifier. The filter is configured to filter transient voltage generated by the second inverter during the regenerative braking mode.

Regenerative braking system for reducing fuel consumption

A motor driver for driving a motor is disclosed. The motor driver has a first power bus, a first switching device coupled between the first power bus and a first terminal of the motor, a second power bus, a second switching device coupled between the second power bus and a second terminal of the motor, and an integrated braking chopper coupled between the first and second power buses. The integrated braking chopper is configured to dissipate an extra power generated by the motor.

Motor driver having integrated braking chopper

A system for a machine having an electric drive configuration is provided. The system includes a first motor associated with a first wheel, which provides torque to drive the first wheel, a second motor associated with a second wheel, which provides torque to drive the second wheel. The system further includes a controller configured to determine a rotational speed of the first wheel, determine a rotational speed of the second wheel, determine a steering angle of the machine, compare the rotational speeds of the first and second wheels, and adjust the torque to the first wheel if the rotational speed of the first wheel is less than the rotational speed of the second wheel.

System and method for controlling wheel motor torque in an electric drive system

A traction control system for a machine having an electric drive configuration is disclosed. The traction control system includes an electric motor associated with at least one wheel and adapted to provide braking torque to the wheel. The control system further includes a controller configured to determine a rotational speed of the at least one wheel, compare the rotational speed to an allowable slide threshold, and adjust the braking torque to the at least one wheel during retarding if the speed is less than the allowable slide threshold.

System and method for controlling traction

The disclosure relates, in one aspect, to a friction brake cooling system for a machine. The cooling system includes at least one pump connected to at least one reservoir containing cooling fluid. A controller is configured to divert a cooling fluid flow through a valve to a first friction brake system and to a second friction brake system based on the use of the systems. In another aspect, the disclosure relates to a method of cooling a first friction brake system and a second friction brake system including diverting a flow of brake cooling fluid to the systems based on the use of the systems.

Brake cooling fluid diverter for an off-highway machine

An electric drive system includes a fuel-driven engine () driving an electrical power generator () that provides power to one or more electric drive motors (). A method of load management in the electric drive system includes receiving an actual fuel signal, an engine speed () signal, a throttle position signal, a motor speed () signal, an intake air pressure, a barometric pressure signal, and an intake air temperature signal. These values are used to determine a torque limit. The torque limit is used to limit a torque command to the electric drive motors () such that the torque command is consistent with the operating capabilities of the engine ().

Engine load management for traction vehicles

The disclosure describes, in one aspect, a method for changing a direction of a machine that is moving in a first direction. The method includes the step of receiving a signal indicative of an intention to change the direction of the machine to a second direction. The method also includes the step of determining whether a signal indicative of a speed of the machine is greater than a threshold based at least in part on an electric motor parameter. Finally, the method includes the step of applying a braking torque to at least one travel mechanism of the machine in response to a signal indicative of an accelerator pedal position until the speed reaches the threshold.

Method and system for controlling a driving direction of an electric drive machine

The control system may have an electric motor and a traction device connected to an output of the motor. The control system may also have a decelerator and a controller. The controller may be in communication with the motor and the decelerator. The controller may be configured to determine a creep torque and apply the creep torque to the traction device when the decelerator is actuated.

Creep control for motor system

A traction control system () for a machine () includes a driven wheel () operated by a motor that is controlled by an electronic controller (). A speed sensor () measures the speed of the driven wheel (), and communicates a wheel () speed to the electronic controller (). A travel speed sensor () measures the travel speed of the machine () and communicates it to the electronic controller (). A steering sensor () measures a displacement of the machine ()'s steering system (), and communicates a steering angle to the electronic controller (). The electronic controller () calculates a speed ratio, based on the wheel () speed and the travel speed, and an expected slip ratio, based on the steering angle. The speed ratio is corrected by application of the expected slip ratio to yield a corrected speed ratio that is indicative of a slip condition. The operation of the motor is then adjusted to address the slip condition.

Traction control system

A control system is disclosed. The control system has a switched reluctance generator coupled to provide electrical power through a DC bus to a motor. The control system also has a controller in communication with the switched reluctance generator, the motor, and the DC bus. The controller is configured to receive an indication of an amount torque or power required by the motor, determine a conduction angle of the switched reluctance generator based on the amount of torque or power required by the motor; and energize the DC bus with the electrical power provided by the switched reluctance generator based on the optimal conduction angle.

Conduction angle control of a switched reluctance generator

An electric drivetrain for a mobile machine is disclosed. The electric drivetrain has at least one power consuming device, a sensor associated with the at least one power consuming device, and a controller in communication with the power consuming device and the sensor. The sensor is configured to generate a signal indicative of a temperature of the power consuming device. The controller is configured to limit a power consumption level of the at least one power consuming device to an amount corresponding to a value of the signal.

Electric drivetrain thermal protection system

A protection system for an electrical device may include at least one temperature sensitive element located in a region adjacent to a component of the electrical device and configured to provide an output related to an actual temperature in the region. The system may also include a controller configured to determine the actual temperature in the region based on the output of the at least one temperature sensitive element and to determine a predicted temperature of the component based on the actual temperature in the region and on a predetermined heat dissipation characteristic of the electrical device.

Overload protection system for an electrical device

Automatic vehicle speed retarding control through actuation of wheel

Growing community of inventors

Dunlap, IL, United States of America

William James Tate