Abstract:
A multi-engine powertrain control system apparatus and method for activating and engaging a second, third, fourth, or more engines into a powertrain of a vehicle, vessel, or powerhouse, while running, without interruption, as needed under changing conditions requiring more power, and disengaging and de-activating engines when not needed, in order to conserve energy. The invention further provides real-time sensing of powertrain conditions and external conditions, provides pre-set parameters with user override, provides automatic engagement and disengagement based on real-time conditions, and provides for continued operation in the event of an engine&#39;s failure.

Description:
BACKGROUND 
       [0001]    This invention provides a multi-engine powertrain control system apparatus and method for activating and engaging a second, third, fourth, or more engines into a powertrain of a vehicle, vessel, or powerhouse, while running, without interruption, as needed under changing conditions requiring more power, and for disengaging and de-activating engines when not needed, in order to conserve energy. 
         [0002]    Vehicles, vessels, or powerhouses, such as transportable electricity-generating devices, especially in military or emergency-response uses, are presently reliant on the performance of a single engine. This single engine is likely to be either underpowered for meeting occasional and sudden needs for a great deal of power, or overpowered, and therefore wasteful of fuel, for the greater part of the time when extreme power is unnecessary. 
         [0003]    Another problem with a single engine is that an engine failure at an inopportune time will completely disable the vehicle, vessel, or powerhouse, possibly leaving personnel with no ability to complete a task or take evasive action. For example, a military vehicle or vessel making a routine patrol along established roads or routes might suddenly encounter a situation requiring a great amount of power to climb a steeper incline or achieve a greater speed. 
         [0004]    There is therefore a need for a system that allows the use of one engine for basic operation of a vehicle, vessel, or powerhouse, but quickly adds additional power from additional engines to the powertrain when the additional power is needed. 
       SUMMARY OF THE INVENTION 
       [0005]    This invention provides a multi-engine powertrain control system apparatus and method for activating and engaging a second, third, fourth, or more engines into a powertrain of a vehicle, vessel, or powerhouse, while running, without interruption, as needed under changing conditions requiring more power, and disengaging and de-activating engines when not needed, in order to conserve energy. The invention further provides real-time sensing of powertrain conditions and external conditions, provides pre-set parameters with user override, provides automatic engagement and disengagement based on real-time conditions, and provides for continued operation in the event of an engine&#39;s failure. 
         [0006]    The multi-engine powertrain control system of the invention monitors fuel mixture and engine speed by mean of a crankshaft or output shaft position sensor for engine speed, and throttle and injector pulse time for fuel mixture. If the computer detects a loss of engine speed while passing a specified value of fuel and air mixture, while in a specified gear if one exists, then the computer system will begin engaging secondary, tertiary, and higher systems until the engine speed meets or exceeds the commands of the powertrain control system input by driver while in such specified gear. The system engages each system first by starting another engine that is in the drivetrain (powertrain) driveline, second by increasing RPM (engine speed) to match Primary Engine RPM, and third by engaging a clutch or mating system synchronizing the simultaneous function of each engine. The system disengages and turns off each engine as the powertrain load is relieved, thus allowing for a more maximized fuel economy. This automated system is able to operate with more or less engines at any reasonable time as needed. There may also be an electronic or manual override to maintain one or more engines as driver commands. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0007]    Reference will now be made to the drawings, wherein like parts are designated by like numerals, and wherein: 
           [0008]      FIG. 1  is a schematic view of an embodiment of the multi-engine powertrain control system of the invention; 
           [0009]      FIG. 2  is a schematic top view of an embodiment of the multi-engine powertrain control system of the invention with primary and secondary engines running and engaged; 
           [0010]      FIG. 3  is a schematic top view of an embodiment of the multi-engine powertrain control system of the invention with secondary engine not running and not engaged; 
           [0011]      FIG. 4  is a schematic top view of an embodiment of the multi-engine powertrain control system of the invention with secondary engine running and not engaged; 
           [0012]      FIG. 5  is a schematic top view of an embodiment of the multi-engine powertrain control system of the invention with two engines running and engaged; 
           [0013]      FIG. 6  is a side view of an embodiment of the multi-engine powertrain control system of the invention, showing two engines; 
           [0014]      FIG. 7  is a side view of an embodiment of the multi-engine powertrain control system of the invention, showing two engines and a torque-coupler-clutch between; 
           [0015]      FIG. 8  is a perspective view of an embodiment of the multi-engine powertrain control system of the invention, showing two engines; 
           [0016]      FIG. 9  is a perspective view of an embodiment of the multi-engine powertrain control system of the invention, showing two engines and a torque-coupler-clutch between; 
           [0017]      FIG. 10  is a side view of another embodiment of the multi-engine powertrain control system of the invention, showing two engines; 
           [0018]      FIG. 11  is a side view of another embodiment of the multi-engine powertrain control system of the invention, showing two engines and a torque-coupler-clutch between; 
           [0019]      FIG. 12  is a perspective view of another embodiment of the multi-engine powertrain control system of the invention, showing two engines; 
           [0020]      FIG. 13  is a perspective view of another embodiment of the multi-engine powertrain control system of the invention, showing two engines and a torque-coupler-clutch between; 
           [0021]      FIG. 14  is a perspective view of another embodiment of the multi-engine powertrain control system of the invention having a mechanical torque-coupler-clutch; 
           [0022]      FIG. 15  is an exploded perspective view of another embodiment of the multi-engine powertrain control system of the invention having a mechanical torque-coupler-clutch; 
           [0023]      FIG. 16  is a perspective view of another embodiment of the multi-engine powertrain control system of the invention having four engines and three mechanical torque-coupler-clutches; 
           [0024]      FIG. 17  is an exploded perspective view of another embodiment of the multi-engine powertrain control system of the invention having four engines and three mechanical torque-coupler-clutches; 
           [0025]      FIG. 18  is a perspective view of another embodiment of the multi-engine powertrain control system of the invention having four engines and three mechanical torque-coupler-clutches; 
           [0026]      FIG. 19  is a side view of another embodiment of the multi-engine powertrain control system of the invention having one internal-combustion and one electric engine; and 
           [0027]      FIG. 20  is a flowchart representation of the control system of an embodiment of the multi-engine powertrain control system of the invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0028]    Referring to all figures generally, embodiments of the multi-engine powertrain control system  100  apparatus and method are illustrated. 
         [0029]    Referring to  FIG. 1 , a controller  1  receives real-time information from, and sends commands, information, and power to, the other components as disclosed herein. The controller  1  can be implemented on a computer. The controller  1  applies user-adjustable parameters to real-time information about powertrain conditions and operating conditions, and determines whether an additional engine is available and needed in the powertrain, and, if not, whether the powertrain is overpowered in excess of a user-adjustable allowance, and therefore an engine should be disengaged from the powertrain. The present power is determined from real-time information about performance of the engines engaged with the powertrain and performance of the powertrain. The needed power is determined from real-time information about the performance and operating conditions of the vehicle, vessel, or powerhouse. If present power is less than needed power, then another engine, if available, is engaged in the powertrain. If present power is greater than needed power in excess of a user-adjustable allowance, then an engine should be disengaged from the powertrain, if more than one engine is engaged. A flowchart of this process is shown as  FIG. 20 . 
         [0030]    Referring still to  FIG. 1 , a user-console communication channel  2  connects the controller  1  with a user console  3 . The user console  3  displays information to the driver, pilot, or operator about the state of the system, and accepts user input to, for example, adjust the allowance. The user-console communication channel  2  can be a wire or cable or bundle of wires, wireless communication, or a component of a communications bus. 
         [0031]    A sensor-group communication channel  4  connects the controller  1  with a sensor group  5 . The sensor group  5  includes sensors to determine, in real time, the RPMs and available power in the powertrain, and the operating conditions and load under which the vehicle, vessel, or powerhouse are working. The conditions to be monitored vary in significance among types of vehicles, vessels, and powerhouses, and the specific uses to which each is intended to be put. For example, in a heavy vehicle such as an armored vehicle or transport, the pitch, or angle of incline or decline, is important because going up a steep grade fully loaded requires a great deal of power. A vessel traveling on the water&#39;s surface, in contrast, is not called upon to travel up inclines. However, the pitch of such a vessel relative to the waterline might affect displacement or hydrodynamic properties enough to influence the need for more or less power. The conditions to be monitored also vary in significance among types of engines used in a vehicle, vessel, or powerhouse. For example, the availability of high torque at low speed is less for a standard internal-combustion engine than for an electric engine or motor. A climb up a steep grade at a given speed would therefore overwhelm a first or primary internal-combustion engine at a different point than would be the case with an electric engine. 
         [0032]    A battery  6  provides the power for operation of the multi-engine powertrain control system  100 , as distinct from the drive power of the powertrain. A controller power lead  7  conveys this power to the controller  1 . 
         [0033]    In the embodiment illustrated in  FIG. 1 , a primary engine  10  and a secondary engine  20  are shown. Each engine has a control lead  13 ,  23  over which the controller  1  can receive information from, and send commands for activation and deactivation to, the associated engine. An engine-starter control lead  17 ,  27  allows the controller  1  to start any type of engine that uses a separate starter. The associated engine starters  12 ,  22  are hidden in  FIG. 1  but are shown in subsequent drawings. 
         [0034]    Each additional engine, after the primary engine, has an associated torque-coupler-clutch assembly, or a continuous variable transmission (CVT). Illustrated in  FIG. 1  are the secondary engine  20 , the secondary torque-coupler-clutch activator  24 , the secondary torque-coupler-clutch activator control lead  25 , the secondary-engine-starter control lead  27 , the secondary torque-coupler-clutch  28 , and the secondary torque-coupler-clutch control lead  29 . The torque-coupler-clutch  28  affects the engagement or disengagement of the associated engine from the powertrain. The torque-coupler-clutch can be an electromagnetic, hydraulic, or pneumatic clutch and drive, or can be a fluid-drive system, or mechanical. 
         [0035]    In use, when a secondary engine  20  or additional engine is desired to be brought into the powertrain, the controller  1  activates the secondary-engine starter  22  via the secondary-engine-starter control lead  27 , while sending the appropriate commands or signals to the secondary engine  20  over the secondary-engine control lead  23 . The engine starts and is brought up to speed, as monitored over the secondary-engine control lead  23 . When the engine is ready, the controller  1  energizes the secondary torque-coupler-clutch activator  24  via the secondary torque-coupler-clutch activator control lead  25 . The secondary torque-coupler-clutch  28  engages the secondary engine  20  with the powertrain in the way appropriate for the type of torque-coupler-clutch used. A hydraulically activated mechanical clutch is illustrated. The controller controls and monitors the secondary torque-coupler-clutch  28  via the secondary torque-coupler-clutch control lead  29 . 
         [0036]      FIG. 2  illustrates the components of a two-engine embodiment having a primary-engine starter  12  and a secondary-engine starter  22 .  FIG. 3  illustrates the system with the secondary engine  20  and the secondary torque-coupler-clutch disengaged.  FIG. 4  illustrates the system with the secondary engine  20  started and running, before the engagement of the secondary torque-coupler-clutch  28 .  FIG. 5  illustrates the system with both the secondary engine  20  and the secondary torque-coupler-clutch  28  engaged with and providing drive power to the powertrain. 
         [0037]    Referring to  FIG. 6  and  FIG. 7 , an embodiment having an electric primary engine  10 , an electric secondary engine  20 , and a secondary torque-coupler-clutch  28  is illustrated.  FIG. 8  and  FIG. 9  are perspective views of the same embodiment. 
         [0038]    Referring to  FIG. 10  and  FIG. 11 , an embodiment having an internal-combustion primary engine  10 , an internal-combustion secondary engine  20 , and a secondary torque-coupler-clutch  28  is illustrated.  FIG. 12  and  FIG. 13  are perspective views of the same embodiment. 
         [0039]      FIG. 14  and  FIG. 15  illustrate an embodiment of the multi-engine powertrain control system having two electric engines  10 ,  20  and a mechanical secondary torque-coupler-clutch  28 . 
         [0040]      FIG. 16 ,  FIG. 17 , and  FIG. 18  illustrate an embodiment of the multi-engine powertrain control system having four electric engines  10 ,  20 ,  30 ,  40  and three mechanical torque-coupler-clutches  28 ,  38 ,  48  with associated torque-coupler-clutch activators  24 ,  34 ,  44 . Such an embodiment provides a great amount of control over the use of minimal fuel or electrical resources during routine operation versus the use of the available significant additional power, which can be engaged into the powertrain very quickly and automatically when needed. 
         [0041]    Referring to  FIG. 19 , the multi-engine powertrain control system can be used with primary, secondary, tertiary, and additional engines of different types. Advantages of using such an embodiment include the ability to draw upon a variety of fuel or energy sources in order to accommodate, for instance, the lack of availability of gasoline or compressed gas, or the lack of facilities or opportunity for recharging electric batteries. Another advantage of this different-engine-types embodiment is that the occasionally needed performance advantages of one engine type, such as the high-torque-at-low-speed advantages of electric engines, can be made available even where the primary engine is, for example, an internal-combustion engine capable of being refueled more quickly and easily. 
         [0042]    Many changes and modifications can be made in the present invention without departing from the spirit thereof. I therefore pray that rights to the present invention be limited only by the scope of the appended claims.