Pre-heat intelligence for electro-hydraulic service vehicles

Abstract

An intelligent work vehicle preheat system (22) includes an electric drive subsystem (50) including a battery pack (82), a hydraulic subsystem (52) including a first hydraulic fluid (HF) heating device (56), and a first HF temperature sensor (54). A memory (68) stores a first minimum target temperature at which a first hydraulic fluid body included in the hydraulic subsystem (52) is desired to be maintained at or above. A controller architecture (48) selectively places the intelligent work vehicle preheat system (22) in an inactive preheat mode when the electric drive subsystem (50) is connected to an external power source for charging the battery pack (82). The controller architecture (48) also controls the HF heating device (56) to heat the first hydraulic fluid body when (i) the intelligent work vehicle preheat system (22) is placed in the inactive preheat mode, and (ii) a current temperature of the first hydraulic fluid body is less than the first minimum target temperature.

Description

Technical Field

[0001] This disclosure relates to systems and methods for strategically preheating fluids within an electro-hydraulic work vehicle to, for example, better conserve battery energy storage for powering non-heating functions during work vehicle operation. Background Technology

[0002] Work vehicles are typically equipped with relatively large hydraulic systems that help lift and manipulate heavy loads, perform demolition and excavation operations, and perform other energy-intensive tasks during work vehicle operation. Examples of work vehicles equipped with robust hydraulic systems include various types of loaders, excavators, loggers, tractors, and other vehicles used in the construction, mining, agriculture, and forestry industries. The hydraulic systems on these work vehicles often contain a relatively large amount of hydraulic fluid (e.g., more than 40 gallons or approximately 151 liters of oil), and the pressurized flow of this fluid is controlled to actuate hydraulic cylinders, hydraulic motors, or other hydraulic actuators. In some cases, work vehicles are further equipped with actively lubricated axles and transmission assemblies, through which oil or another liquid lubricant (also covered herein by the term "hydraulic fluid") circulates to provide continuous lubrication during work vehicle operation. Regardless of whether the hydraulic system on a particular work vehicle platform provides active lubrication, hydraulic actuation, or a combination of these functions, the hydraulic fluid within the system is ideally maintained within an elevated temperature range to improve efficiency and minimize energy loss. Summary of the Invention

[0003] An intelligent work vehicle preheating system is deployed on an electro-hydraulic (E / H) work vehicle. In one embodiment, the intelligent work vehicle preheating system includes: an electric drive subsystem comprising a battery pack; a hydraulic subsystem comprising a first HF heating device; and a first HF temperature sensor configured to monitor the current temperature of a first hydraulic fluid body within the hydraulic subsystem. A computer-readable storage device stores a first minimum target temperature, at or above which the first hydraulic fluid body is expected to be maintained during operation of the E / H work vehicle. A controller architecture is coupled to the electric drive subsystem, the HF heating device, the first HF temperature sensor, and the computer-readable storage device. When the electric drive subsystem is connected to an external power source for charging the battery pack, the controller architecture is configured to selectively place the intelligent work vehicle preheating system into a non-operational preheating mode. When (i) the intelligent work vehicle preheating system is placed into a non-operational preheating mode, and (ii) the current temperature of the first hydraulic fluid body is less than the first minimum target temperature, the controller architecture also controls the HF heating device to heat the first hydraulic fluid body.

[0004] A method executed by a controller architecture included in an intelligent work vehicle preheating system is further disclosed. The controller architecture is deployed on an electro-hydraulic (E / H) work vehicle equipped with an intelligent work vehicle preheating system, which includes an electric drive subsystem comprising a battery pack, a hydraulic subsystem, a hydraulic fluid (HF) temperature sensor configured to monitor the current temperature of a hydraulic fluid body within the hydraulic subsystem, and a computer-readable storage device storing a minimum target temperature, which is desired to maintain the hydraulic fluid body at or above the minimum target temperature during E / H work vehicle operation. The method includes the step or process of selectively placing the intelligent work vehicle preheating system into a non-operational preheating mode via the controller architecture when the electric drive subsystem is connected to an external power source for charging the battery pack. The method further includes the step or process of controlling an HF heating device to heat the hydraulic fluid body when (i) the intelligent work vehicle preheating system is placed into a non-operational preheating mode and (ii) the current temperature of a first hydraulic fluid body is less than the minimum target temperature.

[0005] Details of one or more embodiments are set forth in the accompanying drawings and the following description. Other features and advantages will become apparent from the description, drawings, and claims. Attached Figure Description

[0006] At least one example of this disclosure will be described below with reference to the accompanying drawings:

[0007] Figure 1 This is a side view of an electro-hydraulic (E / H) work vehicle (here, a wheel loader) equipped with an intelligent work vehicle preheating system, according to an exemplary embodiment of this disclosure;

[0008] Figure 2 This is a flowchart illustrating an example method for strategically preheating the hydraulic fluid within the hydraulic system of a work vehicle and possibly also preheating the interior of the work vehicle's cab. This method is suitable for use by… Figure 2 The example shown demonstrates the preheating system execution of an intelligent work vehicle.

[0009] Figures 3 to 5 This is a graph illustrating different smart or logic-based preheating schemes, which can be implemented in various ways. Figure 2 The example method described herein is implemented by the intelligent operation vehicle preheating system.

[0010] Similar reference numerals in the various figures indicate similar elements. For the sake of simplicity and clarity, descriptions and details of well-known features and techniques may be omitted to avoid unnecessarily obscuring the exemplary and non-limiting embodiments of the invention described in the following detailed description. It should also be understood that, unless otherwise stated, features or elements appearing in the figures are not necessarily drawn to scale. Detailed Implementation

[0011] Embodiments of the present disclosure are illustrated in the accompanying drawings, which are briefly described above. Various modifications to the exemplary embodiments will be apparent to those skilled in the art without departing from the scope of the invention as set forth in the appended claims.

[0012] Overview

[0013] As mentioned above, some work vehicles are equipped with relatively robust hydraulic systems that power hydraulic actuators during work vehicle operation to provide a continuous flow of lubricant through active lubrication components, or both. Given their relative size and complexity, work vehicle hydraulic systems are often the primary energy consumers on many work vehicle platforms. To minimize energy losses that could occur when the bulk of the hydraulic fluid within the system is allowed to cool to low temperatures and become relatively viscous, work vehicle hydraulic systems typically seek to maintain the hydraulic fluid temperature within an optimal thermal range; for example, often between approximately 140 degrees Fahrenheit (°F) or approximately 60 degrees Celsius (°C) and approximately 160°F or approximately 71°C. Maintaining the hydraulic fluid temperature within such a target thermal range optimizes the hydraulic fluid viscosity to minimize energy losses that would otherwise occur when forcing highly viscous or thick hydraulic fluid through confined orifices and channels, while further ensuring that the hydraulic fluid maintains sufficient viscosity to perform its intended actuation or lubrication function. Maintaining the hydraulic fluid mass within such an elevated optimal thermal range also provides other benefits, such as reducing hydraulic fluid buildup under cold start conditions (i.e., different accumulations of hydraulic fluid in different reservoirs or chambers), as in the case of a lubricant-sharing system designed to circulate hydraulic fluid between the transmission and one or more actively lubricated wheel axle assemblies during the use of the work vehicle.

[0014] In the context of conventional non-hybrid work vehicles powered by internal combustion engines (e.g., heavy-duty diesel engines), the energy expenditure for heating the hydraulic fluid during work vehicle operation is often relatively less of a concern, partly due to the high energy density of liquid petroleum fuels. Additionally, a certain degree of hydraulic fluid temperature rise inherently occurs during work vehicle operation due to heat generation from hydrodynamics (e.g., shear) as the hydraulic fluid is conducted through a given hydraulic circuit and exchanged between different hydraulic components within the circuit. However, in the case of work vehicles with relatively large-volume hydraulic systems that are at least partially powered by battery packs (hereinafter, "electro-hydraulic work vehicles"), a considerable portion of the energy stored in the battery pack may be consumed to initially heat the hydraulic fluid to its optimal or target thermal range, especially under cold start conditions. Examples of such electro-hydraulic or “E / H” work vehicles include: (i) hybrid work vehicles comprising an internal combustion engine, an e-machine (which functions as both a motor and a generator), and a hydraulic system powered by battery electricity during at least some phases of operation of the work vehicle (e.g., operating one or more hydraulic pumps via excitation of the e-machine); (ii) purely electric or “battery” work vehicles comprising an electric motor (e.g., an e-machine capable of functioning as both a motor and a generator), a battery module, and a hydraulic system including one or more pumps driven by the electric motor when drawing energy from the battery pack; and (iii) any other work vehicle comprising a hydraulic system in which a pressurized hydraulic flow is actuated by one or more hydraulic pumps, which is powered primarily or exclusively by battery energy storage during at least some phases of operation of the E / H work vehicle. Furthermore, in each of the above cases, the E / H work vehicle has a charging interface (e.g., a socket or other connector) that allows the work vehicle battery module to be connected to an external power source (typically the local power grid) via a charging cable during the non-working phases of the work vehicle's operating cycle.

[0015] Depending on ambient temperature, current hydraulic fluid temperature, and other factors, heating the hydraulic fluid during the initial phase of E / H work vehicle operation can consume a significant portion of the stored battery energy, especially in E / H work vehicles equipped with large-volume hydraulic systems with a capacity (flow rate) exceeding 29 gallons or approximately 110 liters (in some cases, close to 40 gallons or approximately 151 liters). For example, as further discussed in the section entitled “Example calculations of battery storage savings facilitated through intelligent preheating functions,” for E / H work vehicles equipped with large-volume hydraulic systems, initially heating the hydraulic fluid to its optimal temperature range under cold start conditions (e.g., when ambient temperatures are near or below freezing) can consume more than 10% of the chemical energy stored in a mid-range battery pack. Furthermore, under such cold-start conditions, warming the cab of an E / H work vehicle to a temperature sufficient for operator comfort may further deplete the battery pack's chemical energy reserves. However, the battery expenditure for cab heating is typically significantly lower than that for heating the hydraulic fluid within the work vehicle's hydraulic system to the target thermal range. Therefore, there is an industry need for systems and methods that reduce reliance on battery energy reserves when heating the hydraulic fluid body within the E / H work vehicle, and secondarily, reduce battery energy expenditure for cab heating.

[0016] To meet this ongoing industry demand, systems and methods for use with E / H engineering vehicles and other E / H work vehicles are described below, which perform strategically applied preheating functions prior to the operational use of a given E / H work vehicle to better conserve battery energy storage. Specifically, the currently disclosed systems and methods fully utilize the larger (often substantially unlimited) power supply available for the E / H work vehicle during charging from an external power source (e.g., a local or national power grid) to perform certain logic-based preheating functions. These intelligent preheating functions include the preheating of one or more hydraulic fluid bodies in any number of flow loops contained within the hydraulic subsystem of the E / H work vehicle. One or more hydraulic fluid bodies may include any combination of transmission gearbox or drivetrain lubricating fluid, wheel axle lubricating fluid, and hydraulic actuation fluid for actuating hydraulic motors, hydraulic cylinders, or other hydraulic actuators. Additionally, in at least some cases, the cab of the E / H work vehicle may also be preheated to a level comfortable for the operator before the operational phase of the work vehicle's operating cycle, while the intelligent work vehicle preheating system is operating in non-operational preheating mode. This approach allows for optimal operation of the hydraulic system of the work vehicle to begin immediately after the main E / H work vehicle is disconnected from its external power source, while reducing the need to spend valuable battery energy storage to quickly increase the heating of the hydraulic fluid (and possibly the cab), thus effectively extending the battery's operational life during the work vehicle's operational use.

[0017] From a system-level perspective, an implementation of an intelligent work vehicle preheating system may include a processing subsystem or “controller architecture,” a hydraulic subsystem, and an electric drive subsystem comprising a battery pack or a module with rechargeable chemicals. The hydraulic subsystem further includes: a flow circuit containing at least one liquid body composed of oil or another hydraulic fluid; at least one temperature sensor operatively coupled to the controller architecture; and a heating device operatively coupled to the controller architecture. During operation, the controller architecture determines, at least in part, the appropriate time to place the intelligent work vehicle preheating system into an intelligent non-operational preheating mode based on whether the rechargeable battery pack is currently being charged from an external power source; for example, a power grid or other regional power supply with one or more terminals to which the intelligent work vehicle preheating system is connected via, for example, an umbilical connector cable. When placed in the non-operational preheating mode, the controller architecture uses the temperature sensor to monitor the current temperature of the hydraulic fluid and controls the heating device to selectively heat the hydraulic fluid when the current temperature of the hydraulic fluid is below a minimum target temperature. In this way, the intelligent operation vehicle preheating system can maintain the current temperature of the hydraulic fluid at or near the target temperature (e.g., above the minimum of the optimal temperature range) until disconnected from the vehicle's external power supply, thereby providing sufficient time to fully heat the hydraulic fluid body to a level at or above the minimum target temperature.

[0018] As described above, implementations of intelligent work vehicle preheating systems can be deployed on E / H work vehicles having hydraulic systems containing relatively large volumes of hydraulic fluid; for example, hydraulic systems with a cumulative volumetric capacity of hydraulic fluid exceeding 29 gallons or 110 liters. The hydraulic fluid contained within a hydraulic subsystem integrated into a given E / H work vehicle can be provided as a single fluid body, or conversely, as multiple bodies distributed across several fluid-isolated flow loops. In the latter aspect, as a non-limiting example, a first hydraulic fluid body can be contained within a first flow loop and used for actuation purposes, wherein the first flow loop includes streamlines, sump or reservoir, valves, and other such hydraulic features fluidly interconnecting a hydraulic fluid actuator with one or more pumps. Furthermore, one or more additional hydraulic fluid bodies can reside in separate flow loops and circulate through any number of active lubrication assemblies under the influence of one or more pumps during work vehicle operation. In embodiments, these active lubrication assemblies may include a transmission gearbox (synonymous herein with the term "transmission"), an actively lubricated front axle assembly, and an actively lubricated rear axle assembly.

[0019] Different levels of computer-implemented intelligence or logic can be introduced into intelligent work vehicle preheating systems to strategically execute one or more preheating functions when the preheating system is operating in a non-working preheating mode. In at least some implementations, the preheating logic executed by the controller architecture of the intelligent work vehicle preheating system can utilize a scheduling-based approach to initiate hydraulic fluid preheating to prevent unnecessary energy expenditure during extended or prolonged non-working periods of the E / H work vehicle. For example, in these implementations, the processor architecture can determine the earliest expected start (EAS) time (the start of the operating window) and initiate hydraulic fluid preheating sufficiently before the EAS time to ensure that the target hydraulic fluid temperature is reached before the pre-established EAS time, possibly subject to other constraints (e.g., minimum charge state constraints discussed below). Furthermore, the controller architecture can determine the EAS time based on operator input or infer the EAS time from historical patterns of E / H work vehicle usage. Then, by retrieving fixed values ​​from memory or by utilizing variable values ​​that are factors of the current hydraulic fluid temperature, ambient temperature, and / or other sensor inputs, the controller architecture of the intelligent preheating system can establish an appropriate advance time (calculated in reverse from the EAS time) to begin hydraulic fluid preheating.

[0020] In addition to or instead of the scheduling-based method described above, in implementations, the controller architecture may also consider the current state of charge (SoC) of the battery pack when determining when to place the intelligent work vehicle preheating system into a non-operational preheating mode. For example, in at least some implementations, the controller architecture may temporarily limit or prevent the preheating function when the SoC of the battery pack on the E / H work vehicle remains below a predetermined minimum charge level (e.g., 95% or 100% of the battery pack's expected charge capacity). Thus, as a precaution, battery recharging may take precedence over preheating operations, for example, when the external power source has limited charging capacity or there is a possibility that the non-operational charging period may be interrupted or shortened in some way. In another implementation, without employing either the scheduling-based or SoC-based preheating schemes described above, the intelligent work vehicle preheating system provides a more direct method of preheating one or more applicable hydraulic fluid bodies within the E / H work vehicle's hydraulic system simultaneously with the battery pack's recharging from the external power source. Cab preheating can also be regulated by such an intelligent work vehicle preheating system using such a control scheme, and, when applicable, can be performed simultaneously with or after hydraulic fluid preheating.

[0021] Now we will combine Figures 1 to 5 Additional descriptions are provided regarding an example intelligent work vehicle preheating system deployed on E / H engineering vehicles or other E / H work vehicles. While the example intelligent work vehicle preheating system is described below primarily in the context of a specific type of E / H engineering vehicle (i.e., an E / H wheel loader), implementations of the intelligent work vehicle preheating system are applicable to a wide variety of E / H work vehicles employed in various industries. In this regard, implementations of the intelligent work vehicle preheating system can be advantageously integrated into any E / H work vehicle containing hydraulic fluid for which preheating is desired, including work vehicles equipped with relatively large hydraulic systems having a cumulative volumetric capacity exceeding approximately 110 liters or 29 gallons. A non-exhaustive list of work vehicles into which implementations of the intelligent work vehicle preheating system can be usefully integrated includes work vehicles employed in construction and mining (e.g., backhoe loaders, front loaders, skid steer loaders, and excavators), agriculture (e.g., tractors), and forestry (e.g., logging machines and log stackers). Therefore, the following description should be understood as providing only a non-limiting example background that will better facilitate an understanding of the embodiments of this disclosure.

[0022] Example of an intelligent electro-hydraulic preheating system and its associated method

[0023] Initial reference Figure 1The E / H work vehicle (here, the E / H wheel loader 20) is equipped with an intelligent work vehicle preheating system 22 according to an exemplary embodiment of this disclosure. In addition to the intelligent work vehicle preheating system 22, the exemplary E / H wheel loader 20 includes a front end loader (FEL) assembly 24 terminating at a tool or implement (e.g., bucket 26). The FEL assembly 24 is mounted to and extends forward from the body or chassis 28 of the E / H wheel loader 20. A cab 30 is located above the front of the main chassis 28 and surrounds an operator's station, which includes a seat, operator controls, and other devices for operating the E / H wheel loader 20 (including the operator interface and display 64 discussed below). The chassis 28 of the E / H wheel loader 20 is supported by a pair of front and rear ground wheels 32. In this particular example, the E / H wheel loader 20 has an articulated body, allowing the front or front loader frame 34 of the E / H wheel loader 20 to rotate relative to the main chassis 28 about a vertical axis 36.

[0024] The FEL assembly 24 of the E / H wheel loader 20 includes a double-arm or lifting boom 38 that extends forward from the front loader frame 34 to the rear of the FEL bucket 26. At one end, each lifting boom 38 is connected to the front loader frame 34 of the wheel loader via a first pin or pivot joint 40. At a longitudinally opposite second end, each lifting boom 38 is connected to the FEL bucket 26 via a second pin or pivot joint 42. Two lifting boom cylinders (hidden from view) are further mounted between the front loader frame 34 and the lifting booms 38 of the E / H wheel loader 20. The extension of the lifting boom cylinders results in rotation of the lifting booms 38 about the pivot joint 40 and upward movement of the FEL bucket 26. The E / H wheel loader 20 also includes a bucket cylinder 46 mechanically coupled between the front loader frame 34 and a linkage 44. The central portion of the link 44 is then rotatably or pivotally mounted between the lifting arms 38, while the end of the link is opposite to the bucket cylinder 46 and pivotally connected to the FEL bucket 26. The link 44 may be a four-bar linkage, a Z-link linkage, or a similar linkage suitable for converting the translation of the bucket cylinder 46 into the rotation (coiling or unfolding) of the FEL bucket 26.

[0025] like Figure 1The upper portion schematically depicts the intelligent work vehicle preheating system 22, which includes a controller architecture 48, an electric drive subsystem 50, a hydraulic subsystem 52, and any number of sensors 54. One or more hydraulic fluid (HF) heating devices 56 are further included in the intelligent work vehicle preheating system 22 and are fluidly coupled to the hydraulic circuit 58 included in the hydraulic subsystem 52 via a streamlined connection network 60. Additionally, in embodiments where the preheating system 22 provides cab preheating functionality by default or as a user-optional option, the intelligent work vehicle preheating system 22 may include or cooperate with a cab heating, ventilation, and air conditioning (HVAC) subsystem 62 further provided on the E / H wheel loader 30. Among various other components, the HVAC subsystem 62 includes at least one cab heating device 63, which may take the form of a heat exchanger, a resistance heater, or any other device or component that the controller architecture 48 can use to selectively heat the airflow (fluid) supplied to the interior of the wheel loader cab 30. Finally, as briefly mentioned above, the wheel loader 20 also includes an operator interface 64, which includes operator controls (e.g., buttons, switches, joysticks or levers, pedals, steering wheel, touch screen interface, etc.) and at least one display device or monitor located in the cab 30, enabling the operator to view status information, input data, and control the E / H wheel loader 20 in a typical manner.

[0026] exist Figure 1 The connection between the controller architecture 48 of the intelligent vehicle preheating system 22 and various other components or subsystems 50, 52, 54, 56, 62, 64 is represented by signal communication lines 66. The signal communication lines 66 shown may represent wireless connections, wired connections, streamlined connections (when using a hydraulic control scheme), or any combination thereof. Similarly, the controller architecture 48 of the intelligent vehicle preheating system 22 may take any form suitable for performing the functions described throughout this document. The term "controller architecture" as used herein is used in a non-limiting sense to generally refer to the processing components of the intelligent vehicle preheating system 22. The controller architecture 48 may encompass or be associated with any actual number of processors (central processing units and graphics processing units), onboard control computers, navigation devices, computer-readable storage, power supplies, storage devices, interface cards, and other standardized components. The controller architecture 48 of the intelligent vehicle preheating system 22 may include or cooperate with any number of firmware and software programs or computer-readable instructions designed to perform the various processing tasks, calculations, and control / display functions described herein.

[0027] Computer-readable instructions or code executed by the controller architecture 48 of the intelligent work vehicle preheating system 22 can be stored in a non-volatile sector of the computer-readable memory 68 associated with the controller architecture 48. Although in Figure 1Generally shown as a single block, memory 68 may encompass any amount and type of storage medium suitable for storing computer-readable code or instructions, as well as other data for supporting the operation of the intelligent work vehicle preheating system 22. In embodiments, memory 68 may be integrated into the controller architecture 48 as, for example, a system package, system-on-a-chip, or another type of microelectronic package or module. Other types of data may also be stored in computer-readable memory 68 and used to perform the intelligent preheating process described herein, such as data relating to the desired maintenance of one or more hydraulic fluid bodies within the hydraulic subsystem 52 at or above one or more optimal temperature ranges or minimum target temperatures, data indicating the date and time of expected operation of the wheel loader 20, data specifying operator preferences related to the preheating function, and other such data items that may be used to perform the processes and functions described herein.

[0028] Continue to refer to Figure 1 The hydraulic subsystem 52 may include any number and type of hydraulic actuators 70 and any number of active lubrication components 72, which are fluidly interconnected via a hydraulic circuit 58. In the illustrated embodiment, specifically, the hydraulic subsystem 52 includes the aforementioned hydraulic cylinders 46 (bucket and lift cylinders) for actuating the FEL assembly 24, along with various other conventionally known hydraulic components such as valves, pipes, hydraulic pumps, filters, hydraulic fluid regulators (e.g., oil coolers), etc. Similarly, during operation of the E / H wheel loader 20, the axle assemblies (generally indicated by dashed circular figures 74) connecting the front and rear wheel sets 32 are lubricated by a hydraulic fluid flow driven by an active pump. Various rotating components contained in the transmission gearbox or gearbox (generally indicated by dashed rectangles 76) are also actively lubricated by a continuous hydraulic fluid flow. When provided, these active lubrication components are provided by [missing information - likely a component name]. Figure 1 The general-purpose block 72 in the upper right corner covers this area. In many cases, hydraulic fluid will not be exchanged between these actively lubricated axle assemblies 74 and the drive gearbox 76, as each of these actively lubricated assemblies is fluidly connected to a separate fluid circuit. However, in other cases, hydraulic fluid may be shared between the actively lubricated axle assemblies 74 (when provided) and the drive gearbox 76 during operation of the E / H wheel loader 20. The cumulative volumetric capacity of the hydraulic subsystem 52 and the minimum target temperature to which the hydraulic fluid body within the hydraulic subsystem 52 is expected to be heated will vary between implementations. However, in many cases, the hydraulic subsystem 52 of the E / H wheel loader 20 will have a volumetric capacity exceeding 110 liters (approximately 29 gallons), and the minimum target temperature to which the hydraulic fluid body is heated will exceed 60°C (approximately 140°F), as discussed further below.

[0029] When placed in the non-operational preheating mode discussed below, the intelligent work vehicle preheating system 22 may selectively apply heat input to a single hydraulic fluid body, or conversely, selectively apply heat input to multiple hydraulic fluid bodies contained in the hydraulic subsystem 52. For example, in some embodiments, the intelligent work vehicle preheating system 22 may strategically preheat a single hydraulic fluid body contained in a closed flow loop comprising one or more water collection tanks, streamlines, and other such features using one or more HF heating devices 56. In this case, the hydraulic fluid body may be used for actuation purposes (e.g., in the case of the E / H wheel loader 20, to exchange chambers with the hydraulic cylinder 46 to control cylinder stroke) or for active lubrication purposes; for example, by continuous circulation through the wheel axle assembly 74, gearbox 76, and / or other active lubrication components 72 on the E / H wheel loader. In other cases, the intelligent work vehicle preheating system 22 may selectively provide heat input to multiple hydraulic fluid bodies contained in several different fluid-isolated hydraulic circuits within the hydraulic subsystem 52; for example, the preheating system 22 may provide preheating for one or more hydraulic fluid bodies for lubrication purposes and one or more additional hydraulic fluid bodies for actuation purposes.

[0030] The preheated hydraulic fluid bodies can be heated using any number and type of HF heating devices 56. For example, in one method, one or more hydraulic fluid bodies included in the hydraulic subsystem 52 can each be heated using a single embedded heating device 56. In this case, the embedded heating device 56 can be associated with (e.g., encapsulated) a recirculation pump that actively circulates the hydraulic fluid through at least a portion of a given hydraulic circuit 58 (e.g., including one or more sump tanks included in the circuit 58) in conjunction with the fluid preheated via the embedded heating device 56. Thus, in such an embodiment, the hydraulic subsystem 52 may include a recirculation circuit in which the HF heating device is located (in Figure 1 The recirculation pump, also indicated by box 58, is connected to the controller architecture 48 and is also located in the recirculation loop. Furthermore, the controller architecture 48 can operate the recirculation pump to circulate at least a portion of the hydraulic fluid body around the recirculation loop while controlling the HF heating device 56 to heat the hydraulic fluid body. Additionally, as mentioned above, these HF heating devices 56 can be powered via an external power source (e.g., the power grid) connected to an umbilical power cable 78, independent of the separate umbilical power cable 80 used in the embodiment for connecting the battery pack 82 within the electric drive subsystem 50. Alternatively, both the battery pack 82 and the HF heating device 56 of the electric drive subsystem 50 can be connected to an external power source via a single power cable or umbilical connection; for example, as shown in... Figure 1 The umbilical power cable on the left is 80.

[0031] Power cables 78 and 80 can be connected to vehicle-side charging terminals 79 and 81 (also included in the intelligent work vehicle preheating system 22), either via a plug-in connection of mating (e.g., male-female) connectors (in which case power cables 78 and 80 may be provided separately from the E / H work vehicle 20) or in a more permanent manner, such that power cables 78 and 80 remain attached to the E / H work vehicle 20 during normal vehicle use (in which case a storage box may be provided on the E / H work vehicle 20 to store power cables 78 and 80 when not in use). Similarly, secondary terminals 78 and their associated secondary power cables 79 are not required in the intelligent work vehicle preheating system 22, and more generally in all implementations of the E / H work vehicle 20; however, when provided, these electrical components allow current to be supplied to (one or more) HF heating devices 56, bypassing the electric drive subsystem 50 to, for example, simplify the integration and wiring schemes for adapting existing system designs to provide the intelligent preheating functionality described herein.

[0032] In addition to battery pack 82, electric drive subsystem 50 includes other conventionally known components that are typically used in conjunction with the rechargeable battery pack to, for example, form battery modules. These components may include those for regulating the charging rate of battery pack 82 during plug-in charging, those for thermal regulation of battery pack 82, those for monitoring the health of battery pack 82, those for monitoring the current SoC of battery pack 82, and electrical components for providing similar functions. Electric drive subsystem 50 also includes an e-machine capable of operating as an electric motor; and may also be capable of operating as a generator to generate current during reverse drive, which may be particularly suitable if the E / H wheel loader 20 takes the form of a hybrid vehicle that also includes an internal combustion engine (rather than a purely electric or "battery" vehicle). Various other components suitably included in electric drive subsystem 50 include any number of control units (e.g., power management unit, battery control, and motor / generator control units, where applicable) and power distribution modules. Finally, battery pack 82 itself may also have any suitable rechargeable chemistry, such as lithium-ion chemistry or nickel-cobalt-aluminum (NCA) chemistry. The term “battery pack” as used in this document is used in a broad sense to refer to any rechargeable battery device or apparatus, regardless of the number and type of individual batteries contained therein.

[0033] Turn now Figure 2 The present disclosure describes a preheating method 86 for intelligent work vehicles according to an exemplary embodiment. For illustrative purposes, the preheating method 86 for intelligent work vehicles is described below as consisting of... Figure 1The intelligent work vehicle preheating system 22 on the E / H wheel loader 20 shown is used for this process. However, it will be understood that alternative implementations of the intelligent work vehicle preheating method 86 can be performed by other intelligent work vehicle preheating systems located on various E / H work vehicle platforms, including but not limited to backhoe loaders, front loaders, skid steer loaders, and lumber mills. The intelligent work vehicle preheating method 86 includes several process steps 88, 90, 92, 94, 96, and 98, which are described below in sequence. Furthermore, in the example shown, step 94 includes several sub-steps 100, 102, and 104 (also described below). Depending on the specific implementation of the intelligent work vehicle preheating method 86, Figure 2 Each step typically shown may require a single process or multiple subprocesses. Furthermore, the steps shown in... Figure 2 The steps described below are provided only as non-limiting examples. In alternative embodiments of the intelligent work vehicle preheating method 86, additional process steps may be performed, some steps may be omitted, and / or the process steps shown may be performed in an alternative order.

[0034] The intelligent work vehicle preheating method 86 begins at step 88. Implementations of the intelligent work vehicle preheating method 86 may begin in response to receiving an operator input (e.g., received via the operator interface 64 of the E / H wheel loader 20) requesting the execution of method 86, activating the intelligent preheating function of the E / H wheel loader 20. After the start (step 88), the controller architecture 48 of the intelligent work vehicle preheating system 22 proceeds to step 90 and determines whether the E / H wheel loader 20 is currently connected to an external power source (e.g., the power grid). As described above, this connection may be established using at least one power cable 78, 80, which, when the E / H wheel loader 20 is not actively used and is therefore inactive, is inserted into a suitable terminal on the E / H wheel loader 20 and / or into surrounding charging facilities. Suitable charging interfaces or charging stations may be provided in storage areas or other structures used for temporarily housing work vehicles when not in use.

[0035] As described above, a single power cable / vehicle-side terminal or multiple power cables / vehicle-side terminals 78-81 can be used to provide the desired power connection where applicable. Typically, using a single power cable / vehicle-side terminal 80, 81 simplifies operator tasks by requiring only a single plug-in connection during charging of the E / H wheel loader 20 (specifically, the battery pack 82 within the electric drive subsystem 50). In contrast, as described above, providing individual or separate power cables / vehicle-side terminals 78-81 simplifies power routing for supplying power to the HF heating unit 56, bypassing the electric drive subsystem 50 and / or allowing power cables 78, 80 to terminate at different connector types, operate at different voltages (e.g., 120 volts and 240 volts), operate using AC or DC power, or differ in design and capability. The controller architecture 48 can determine when the E / H wheel loader 20 (specifically, the battery pack 82) is connected to an external power source by monitoring the SoC of the battery pack 82 or by utilizing other sensors for monitoring electrical parameters (e.g., current or voltage) within the electric drive subsystem 50.

[0036] If it is determined in step 90 that the E / H wheel loader 20 is currently not electrically connected to an external power source, the controller architecture 48 of the intelligent work vehicle preheating system 22 proceeds to step 96 and determines whether the current iteration of the intelligent work vehicle preheating method 86 should terminate, as discussed below. Otherwise, the controller architecture 48 of the intelligent work vehicle preheating system 22 proceeds to step 92 and determines whether all other preheating criteria are met before placing the intelligent work vehicle preheating system 22 into a non-working preheating mode (step 94). If it is determined during step 92 (where applicable) that one or more criteria for entering the non-working preheating mode are not met, the controller architecture 48 again proceeds to step 96 and determines whether the current iteration of the intelligent work vehicle preheating method 86 should terminate. Conversely, if it is determined during step 92 that all additional preheating criteria or other conditions are met, the controller architecture 48 continues to step 94 and places the intelligent work vehicle preheating system 22 into a non-working preheating mode. In this respect, depending on the implementation details, any number and type of criteria (including a single criterion) may be considered during step 92 of the intelligent work vehicle preheating method 86. For example, such as Figure 2 As indicated in the implementation of the intelligent operation vehicle preheating method 86, either or both of the two preheating criteria usefully considered are related to scheduling considerations and minimum battery SoC constraints.

[0037] For the first scheduling-based consideration, the controller architecture 48 of the intelligent work vehicle preheating system 22 can strategically or selectively initiate hydraulic fluid heating using a scheduling-based approach to prevent unnecessary energy expenditure during extended off-peak periods for a given E / H work vehicle. In this case, the controller architecture 48 can determine the EAS time (the start of the operating window) and begin hydraulic fluid preheating sufficiently before the EAS time to ensure that the target hydraulic fluid temperature is reached before the pre-established EAS time. In some cases, the controller architecture 48 can determine the EAS time based on operator input, with the appropriate advance time to begin hydraulic fluid preheating assigned a fixed value retrieved from computer-readable memory, or conversely, the aforementioned appropriate advance time assigned a variable value based on the current hydraulic fluid temperature, ambient temperature, or other sensor inputs received from sensor 54. In other words, the controller architecture 48 can monitor the current SoC of the battery pack 82 while avoiding preheating the hydraulic fluid body (and, where applicable, the cab 30) in off-peak preheating mode until the current SoC of the battery pack exceeds a minimum SoC threshold stored in memory 68. Alternatively or additionally, when considering the SoC, the controller architecture 48 of the intelligent work vehicle preheating system 22 may take into account the current SoC of the battery pack when operating in a non-working preheating mode; and hydraulic fluid preheating may only begin when the SoC of the battery pack exceeds a predetermined charging level (e.g., 95% or 100% of the expected charging capacity of the battery pack or module). Cab preheating may also be regulated or controlled by such an intelligent work vehicle preheating system in a similar manner; and in some cases, may be performed simultaneously with or after hydraulic fluid preheating. Further discussion in this regard is incorporated below. Figures 3 to 5 supply.

[0038] During step 94, the controller architecture 48 of the intelligent work vehicle preheating system 22 can perform any number of actions to support the strategic preheating of one or more fluids on the E / H wheel loader 20. In the illustrated example, three sub-steps 100, 102, and 104 are performed to ensure that one or more fluid bodies are heated toward a predefined target temperature or thermal range (ideally, to that target temperature or thermal range) in preparation for the next or upcoming working cycle of the E / H wheel loader 20. Therefore, in sub-step 100, the controller architecture 48 monitors temperature sensor inputs provided by the onboard sensors 54 of the intelligent work vehicle preheating system 22. Typically, these inputs will include the current temperature of at least one hydraulic fluid body undergoing preheating. In some cases, the current temperatures of multiple hydraulic fluid bodies may be monitored, whether or not redundancy is provided or different hydraulic fluid bodies are allowed to be heated to different target temperatures or temperature ranges, as discussed below. In embodiments providing cab preheating, the interior temperature of the cab 30 may also be monitored using temperature sensors included in the onboard sensors 54. When consumed as input in an alternative implementation of the intelligent preheating system, any number of additional sensor inputs, including, for example, sensor inputs indicating the current ambient temperature, may also be monitored during sub-step 100.

[0039] Next, in sub-step 102, the controller architecture 48 of the intelligent work vehicle preheating system 22 retrieves appropriate temperature data from memory 68. For example, in one embodiment, data indicating a minimum target temperature for at least one hydraulic fluid body can be retrieved from memory 68. This data can be expressed as an optimal temperature range, where the lower value represents the minimum target temperature at which a given hydraulic fluid body is maintained or above, or at which multiple hydraulic fluid bodies are expected to be maintained or above, during operation of the work vehicle. In other cases, for one or more given hydraulic fluid bodies, a single temperature value can be stored in memory 68 and represent this minimum target temperature. As a further possibility, different minimum target temperatures can be established for different hydraulic fluid bodies when, for example, different formulations of hydraulic fluid are included in the fluid-isolated hydraulic circuits of the hydraulic subsystem 52; this may be the case, for example, when a first hydraulic circuit contains a first formulation of hydraulic fluid for hydraulic actuation purposes, while a second hydraulic circuit contains a different formulation of hydraulic fluid for active lubrication purposes. When the cab 30 of the E / H wheel loader 20 may also be preheated, temperature data specifying a desired minimum cab temperature can be retrieved from memory 68 during sub-step 102; and compared with the current cab temperature to determine when it is desired to use the cab heating device 63 to heat the airflow supplied to the cab interior. Any or all stored temperature values ​​may be programmed into memory 68 by default and may be adjustable or non-adjustable after the original equipment manufacturing; for example, in embodiments, the stored target temperature values ​​(particularly cab temperature values) may be adjustable to operator preference, and / or the stored target temperature values ​​may be adjusted by technicians during maintenance or repair procedures to fine-tune the operation of the hydraulic subsystem 52.

[0040] Finally, in sub-step 104, the controller architecture 48 controls the HF heating device 56 to apply heat input to the relevant hydraulic fluid body within the hydraulic subsystem 52 and / or, where appropriate, to the airflow supplied to the operator's cab 30 via the cab HVAC subsystem 62. Specifically, in the case of one or more hydraulic fluid bodies, during sub-step 102, when the current temperature of the hydraulic fluid body is determined from the temperature sensor input to be less than the minimum target temperature or the temperature retrieved from the memory 68, the controller architecture 48 controls the appropriate HF heating device 56 to heat up one or more hydraulic fluid bodies. Thus, when the intelligent work vehicle preheating system 22 operates in non-working preheating mode, the intelligent work vehicle preheating system 22 increases the temperature of the hydraulic fluid body toward the minimum target temperature (or multiple temperatures, if multiple different hydraulic fluid body-specific target temperatures are used); and provides sufficient duration until the E / H wheel loader 20 is disconnected from the vehicle's external power supply again, the intelligent work vehicle preheating system 22 will eventually raise the hydraulic fluid temperature to one or more minimum target temperatures or slightly above.

[0041] Subsequently, if the E / H wheel loader 20 remains connected to an external power source, the intelligent work vehicle preheating system 22 continues to monitor the relevant hydraulic fluid temperature and, as needed, controls the HF heating device 56 to selectively apply heat input (or provide different levels of heat input) to maintain the hydraulic fluid temperature above the minimum target temperature specified in the memory 68. As previously noted, a recirculation pump (e.g., possibly packaged with the HF heating device 56) may be activated simultaneously with preheating to promote a more uniform temperature distribution throughout the given hydraulic circuit. It should be noted here that some portions of the hydraulic fluid within a given hydraulic circuit may reside in or be contained within a flow line connected to a hydraulic actuator and not undergo direct heating and circulation during the preheating process. However, this stagnant hydraulic fluid will typically represent only a small fraction of the total volume of hydraulic fluid within the given hydraulic circuit and therefore will not substantially diminish the benefits gained by performing the preheating functions described herein.

[0042] A similar method can be used when preheating the cab 30 of the E / H wheel loader 20, wherein when the internal cab temperature is below the target minimum temperature specified in the computer-readable storage 68, the controller architecture 48 commands the cab HVAC subsystem 62 to heat the airflow supplied to the cab 30. In other cases, preheating of the cab 30 may not be provided, or alternatively, it may not be prioritized, such that cab preheating occurs only after one or more hydraulic fluid bodies within the hydraulic subsystem 52 have been preheated to a level at or above the specified minimum target temperature(s). When applicable, the minimum cab preheating temperature can be adjusted to operator preference, for example, by interacting with a GUI settings page generated on the cab display included in the operator interface and the display 64 of the E / H wheel loader 20. Additionally, in embodiments, the operator can interact with this GUI to selectively enable or disable the cab preheating function, or adjust the operation of the intelligent work vehicle preheating system 22 according to preferences. For example, when the controller architecture 48 employs a schedule-based warm-up scheme that initiates warm-up at least in part based on daily EAS times, the operator can further utilize this GUI interface to specify the dates and times when the expected operating window for the E / H wheel loader 20 is available, as combined with the following... Figure 4 and Figure 5 Further discussion is needed.

[0043] Proceeding to step 96, the controller architecture 48 of the intelligent work vehicle preheating system 22 then determines whether the current iteration of the intelligent work vehicle preheating method 86 should terminate. If this is determined, the controller architecture 48 proceeds to step 98 and terminates the intelligent work vehicle preheating method 86 accordingly. This effectively puts the intelligent work vehicle preheating system 22 into a default or standard operating mode, where fluid heating can still be applied to the thermally regulated hydraulic fluid body as needed. Otherwise, the controller architecture 48 returns to step 90 and repeats or loops the above process steps. By executing the intelligent work vehicle preheating method 86 relatively quickly (e.g., in real-time or near real-time), the controller architecture 48 strategically preheats the relevant hydraulic fluid body toward a target temperature or below the target temperature before the E / H wheel loader is put into operation. The optimal operation of the hydraulic subsystem 52 can be initiated immediately when the E / H wheel loader 20 is disconnected from its external power source, thereby reducing the need to spend valuable battery energy storage on heating the hydraulic fluid (and possibly the cab) during the operation of the E / H wheel loader 20 (e.g., battery operation), effectively extending the operational life of the battery pack 82.

[0044] Figures 3 to 5 This illustrates the example intelligent work vehicle preheating method 86 ( Figure 2 The intelligent operation vehicle preheating system 22 may be used at this time. Figure 1 The graph shows the curves of different intelligent heating solutions implemented. Figure 3 , Figure 4 and Figure 5 In each of the example graphs 106, 108, and 110 presented, the time component is plotted along the horizontal axis, where the passage of time occurs from left to right. In contrast, temperature is plotted along the left vertical axis, where temperature increases in the upward direction. Finally, the state of charge (SoC) of the E / H work vehicle battery pack (e.g., battery pack 82 of the E / H wheel loader 20) is plotted along the right vertical axis and ranges from 0% to 100% SoC, where the SoC value also increases in the upward direction. In an implementation, the SoC percentage may be represented as an absolute value such that battery pack 82 cannot be charged further above 100% SoC or cannot be discharged further below 0% SoC. Alternatively, the shown SoC percentage may represent an optimized value such that, for example, battery pack 82 can be charged to above 100% SoC, but ideally not above that value, to better maintain battery health and lifespan.

[0045] for Figure 3The first graph 106 shown illustrates an example preheating scenario where the hydraulic fluid within the hydraulic system 52 and the interior of the wheel loader cab 30 undergo preheating, independent of time-based scheduling or current battery pack SoC applications. Graph 106 plots three traces 112, 114, and 116, identified by legend 118 appearing at the top of the graph. The example scenario begins at time point T0 and occurs at more or less any point during the operational period of the E / H wheel loader 20. At time point T0, the hydraulic fluid within the hydraulic subsystem 52 (distributed as one or more hydraulic fluid bodies) is at an optimal temperature of approximately 82°C (180°F), while the interior of the cab 30 is at a level of approximately 22°C (72°F) for operator comfort. Approximately one-third of the energy stored in the battery pack 82 remains at time point T0 and continues to decrease until the E / H wheel loader 20 shuts down at time point T1. In the example shown, the duration is from when the E / H wheel loader 20 is turned off (or not in operation) (time point T1) until the E / H wheel loader 20 is connected to an external power source (e.g., the power grid) via connector cables 78, 80. The ambient temperature in this example is freezing point (0°C or 32°F) or slightly below, such that during this duration (from time point T1 to T2), the hydraulic fluid temperature (trace 112) and the cab temperature (trace 114) each decrease towards the ambient temperature until the intelligent work vehicle preheating system 22 begins preheating at time point T2.

[0046] As previously noted, the intelligent work vehicle preheating system 22 begins preheating of the hydraulic fluid and the cab interior at time point T2. In this example, the intelligent work vehicle preheating system 22 enters preheating mode independently of the current SoC of the battery pack 82 and any EAS time considerations, and begins preheating of the hydraulic fluid and the cab interior only at time point T2 in response to the E / H wheel loader 20 being connected to an external power source. As indicated by graph 106, the intelligent work vehicle preheating system 22 applies heat input to both the hydraulic fluid (trace 112) within the hydraulic subsystem 52 and the cab interior (trace 114) in conjunction with the charging of the battery pack 82 (trace 116). Furthermore, the preheating system 22 controls one or more hydraulic fluid heating devices 56 to apply heat to one or more hydraulic fluid bodies until an optimal or target temperature (here, 82°C (180°F)) is reached. Thereafter, the preheating system 22 applies additional heat input as needed to maintain the hydraulic fluid temperature at or slightly above this optimal minimum temperature. Similarly, the preheating system 22 commands the cab HVAC subsystem 62 to heat the interior of the cab 30 until it reaches an operator-comfortable level of approximately 22°C (72°F) (which could be a default value recalled from memory 68 or set to operator preference). Simultaneously, the battery pack 82 charges in a typical manner until it reaches the optimized 100% SoC value. Subsequently, at time point T3, the E / H wheel loader 20 disconnects from the external power supply to the battery and re-enters the operating cycle of drawing energy from the battery pack 82. Notably, at time point T3, the battery pack 82 is fully charged, one or more hydraulic fluid bodies within the hydraulic subsystem 52 have been heated to their optimal temperature, and the cab interior has warmed to an operator-comfortable level. Therefore, minimal energy storage from the recently charged battery pack 82 is required to heat the hydraulic fluids or the cab interior, including under cold-start conditions in the example scenario.

[0047] Turn Figure 4 The second graph 108 shown graphically illustrates a scheduling-based, battery SoC-agnostic preheating scheme that may be applied by the intelligent work vehicle preheating system 22. As before, three traces 120, 122, and 124 are plotted, representing the battery pack SoC, cab temperature, and hydraulic fluid temperature, respectively. Similarly, at time point T0, the hydraulic fluid in the hydraulic subsystem 52 is maintained at an optimal temperature of 82°C or 180°F (trace 120), the interior of the cab 30 is maintained at an operator comfort level of 22°C or 72°F (trace 122), and approximately one-third of the energy stored in the battery pack 82 remains (trace 124). Figure 4In the example, the E / H wheel loader's shutdown / non-working use and insertion occur essentially simultaneously at time point T1, during which battery recharging also begins. However, it can be seen that preheating of the hydraulic fluid within the hydraulic subsystem 52 and the interior of the cab 30 does not begin until time point T2, allowing the hydraulic fluid and cab interior temperatures to cool down and potentially reach the relatively cold ambient temperature in this example. At time point T2, the controller architecture 48 begins to simultaneously heat the hydraulic fluid (trace 120) and the cab interior (trace 122), gradually heating the relevant fluids (hydraulic fluid and airflow supplied to the cab 30) until their respective target temperatures are reached at time point T3. This is combined with the intelligent work vehicle preheating method 86 described above. Figure 2 As indicated, in this example, time point T3 is set at the earliest expected start (EAS) time of the E / H wheel loader 20. The controller architecture 48 thus determines the appropriate moment (time point T2) to begin preheating the hydraulic fluid and the cab interior by subtracting the duration required for sufficient preheating of the hydraulic fluid and the cab interior from the EAS time (time point T3); and ideally, there is sufficient duration to adequately heat one or more hydraulic fluid bodies to their optimal target temperature (here, 180°F or 82°C), and less importantly, there is sufficient duration to adequately heat the cab interior to the desired level of operator comfort (here, 72°F or 22°C).

[0048] Therefore, in Figure 4 In the preheating scheme, as illustrated in the diagram, controller architecture 48 implements measures to ensure that the hydraulic fluid within the hydraulic subsystem 52 and the cab interior are adequately preheated before the EAS time, while avoiding unnecessary energy expenditure on preheating the hydraulic fluid and cab interior during the entire non-working phase (time point T1 to time point T2) of the E / H wheel loader 20. (Refer to...) Figure 4 The time point T3 in graph 108 further illustrates that preheating of the hydraulic fluid and the interior of the cab begins before the battery pack 82 is fully charged, and may be entirely independent of the battery pack SoC level. In other embodiments, the preheating function of the intelligent work vehicle preheating system 22 may depend on or be associated with the SoC of the battery pack 82. In this regard, consider the example shown in... Figure 5The third curve 110 plots three traces 128, 130, and 132. The first trace 128 represents the temperature of the first hydraulic body (e.g., the hydraulic fluid contained in the actuation flow circuit (e.g., the flow circuit containing cylinder 46 of the E / H wheel loader 20)). The second trace 130 represents the temperature of the second hydraulic body (e.g., the hydraulic fluid contained in the lubrication flow circuit (e.g., the flow circuit containing the active lubrication assembly 72 of the E / H wheel loader 20)). The third trace 132 represents the internal temperature of the cab 30. In this example, the intelligent work vehicle preheating system 22 does not provide cab preheating, therefore no trace of cab temperature is plotted on curve 110. This illustrates that in other implementations, the intelligent work vehicle preheating system 22 can easily provide cab preheating in addition to preheating any number of hydraulic fluid bodies.

[0049] supply Figure 5 The example illustrates at least two possible aspects of the intelligent preheating scheme employed in an implementation of the intelligent work vehicle preheating system 22. First, in the implementation, the preheating function of the intelligent work vehicle preheating system 22 may rely on the SoC of the battery pack 82. In this example, specifically, the preheating of the hydraulic fluid body within the hydraulic subsystem 52 is constrained by both time (based on scheduling constraints) and the battery pack SoC. Regarding the scheduling-based constraint, the aforementioned method of starting preheating before the EAS time is again employed. However, in this particular example, the preheating start time ( Figure 5 At time point T2, the process is paused or held until the battery pack SoC reaches a predetermined minimum threshold. In one embodiment, the predetermined minimum threshold may be in the range of 90% to 100% SoC (inclusive). In other embodiments, the predetermined minimum SoC threshold may be less than the above range. Thus, battery pack recharging takes precedence over the preheating function, noting that the temperature of the first hydraulic fluid body (trace 128) cannot fully reach its target temperature of approximately 82°C (180°F) before the EAS time, therefore, it continues to be heated by the preheating system 22 after time point T3. Furthermore, in another embodiment, Figure 5 The example plotted in graph 110 illustrates that different hydraulic fluid bodies can be easily preheated to different target temperatures or temperature ranges. In the illustrated embodiment, the first hydraulic fluid body (trace 128) is preheated until it reaches a target minimum temperature of approximately 82°C (180°F) or until the operation of the E / H wheel loader 20 resumes, while the second hydraulic fluid body (trace 130) is preheated until it reaches a lower target minimum temperature of approximately 72°C (160°F) or until the operation of the E / H wheel loader 20 resumes. In other cases, the intelligent work vehicle preheating system 22 can conversely preheat all relevant hydraulic fluid bodies to a uniform minimum temperature.

[0050] Example calculation of battery storage savings achieved through intelligent preheating function

[0051] Depending on several factors, the application of the aforementioned intelligent preheating scheme can save varying amounts of battery energy storage for non-heated use during the operation of a specific E / H work vehicle. These factors include ambient temperature, battery pack storage capacity, and the physical characteristics of the hydraulic system on the E / H work vehicle. However, as a non-limiting example, an example scenario can be considered where the E / H work vehicle is equipped with a hydraulic subsystem that holds approximately 143 liters (38 gallons) of oil; for example, a 113-liter (30-gallon) oil body for actuation purposes and a 30-liter (approximately 8-gallon) oil body for drivetrain lubrication purposes. Further assuming that each oil body contains the same or similar oil formulation, has a density (rho) of approximately 7.3 psi or approximately 875 kg / m³, and a pressure coefficient (Cp) of approximately 2 kJ / kg Kelvin. If the oil in the hydraulic subsystem reaches ambient temperature (for example, approximately 0.5°C, 33°F, or 273.7 Kelvin (K)), when the E / H work vehicle is not in operation and not actively used, approximately 16,362 kJ of energy in the form of heat input is required to return the hydraulic fluid body to the target temperature of 338.7 K (approximately 150°F). For example, in the case of a mid-range battery pack with a storage capacity of approximately 45 kWh, this amount constitutes approximately 10% of the total battery energy stored solely for raising the hydraulic fluid temperature under cold-start conditions. By avoiding such initial battery energy expenditure, an equivalent amount of battery energy is added that can be used for non-heating functions during the E / H work vehicle's guaranteed operating use. Furthermore, by ensuring that the hydraulic fluid is immediately heated to the optimal temperature when the E / H work vehicle is in operation, component wear can be reduced. Finally, additional savings in stored battery energy are also achieved when the intelligent work vehicle preheating system provides preheating of the cab interior in the manner described above, better reserving it for use in non-heating applications or functions.

[0052] Examples of intelligent operation vehicle preheating systems

[0053] For ease of reference, the following examples of intelligent work vehicle preheating systems are provided and numbered.

[0054] 1. In an example embodiment, an intelligent work vehicle preheating system for an E / H work vehicle. The intelligent work vehicle preheating system includes: an electric drive subsystem comprising a battery pack; a hydraulic subsystem comprising a first HF heating device; and a first HF temperature sensor configured to monitor the current temperature of a first hydraulic fluid body within the hydraulic subsystem. A computer-readable memory stores a first minimum target temperature, at or above which the first hydraulic fluid body is desired to be maintained during operation of the E / H work vehicle. A controller architecture is coupled to the electric drive subsystem, the HF heating device, the first HF temperature sensor, and the computer-readable memory. When the electric drive subsystem is connected to an external power source for charging the battery pack, the controller architecture is configured to selectively place the intelligent work vehicle preheating system into a non-operational preheating mode. When (i) the intelligent work vehicle preheating system is placed into a non-operational preheating mode, and (ii) the current temperature of the first hydraulic fluid body is less than the first minimum target temperature, the controller architecture further controls the HF heating device to heat the first hydraulic fluid body.

[0055] 2. The intelligent work vehicle preheating system according to Example 1, wherein the hydraulic subsystem further includes a fluid flow circuit comprising a first hydraulic fluid body and at least one hydraulic actuator fluidly connected to the fluid flow circuit and controllable to move the implements of the E / H work vehicle.

[0056] 3. The intelligent work vehicle preheating system according to Example 2, wherein the at least one hydraulic actuator takes the form of a hydraulic cylinder that can be controlled to move the front loader assembly of the E / H work vehicle.

[0057] 4. The intelligent work vehicle preheating system according to Example 2, wherein the at least one hydraulic actuator takes the form of a hydraulic motor.

[0058] 5. The intelligent work vehicle preheating system according to Example 1, wherein the hydraulic subsystem includes a fluid flow circuit containing a first hydraulic fluid body, an active lubrication wheel axle assembly fluidly connected to the fluid flow circuit, and a hydraulic pump located in the fluid flow circuit and causing lubricant to flow through the active lubrication wheel axle assembly when the hydraulic pump is driven during operation of the E / H work vehicle.

[0059] 6. The intelligent work vehicle preheating system according to Example 1, wherein the hydraulic subsystem includes a fluid flow circuit containing a first hydraulic fluid body, an active lubrication transmission fluidly connected in the fluid flow circuit, and a hydraulic pump located in the fluid flow circuit. During E / H work vehicle operation, when the hydraulic pump is driven, the hydraulic pump causes lubricant to flow through the active lubrication transmission.

[0060] 7. The intelligent work vehicle preheating system according to Example 1 further includes: a cab temperature sensor coupled to the controller architecture and configured to monitor the current temperature inside the cab of the E / H work vehicle; and a cab heating device coupled to the controller architecture and controllable to heat the airflow supplied to the cab. The controller architecture is further configured to control the cab heating device to heat the airflow supplied to the cab when the intelligent work vehicle preheating system is placed in a non-operating preheating mode and the current temperature of the cab is less than a minimum cab target temperature stored in a computer-readable memory.

[0061] 8. The intelligent work vehicle preheating system according to Example 7, wherein the controller architecture is configured to, when the intelligent work vehicle preheating system is placed in a non-working preheating mode, simultaneously heat the airflow supplied to the cab by the cab heating device while heating the first hydraulic fluid body.

[0062] 9. The intelligent work vehicle preheating system according to Example 1, wherein a first minimum target temperature is equal to or greater than 60 degrees Celsius, and the hydraulic subsystem has a hydraulic fluid capacity of more than 110 liters.

[0063] 10. The intelligent work vehicle preheating system according to Example 1, wherein the controller architecture is further configured to: (i) establish the earliest expected start time for the resumption of work use of the expected E / H work vehicle; and (ii) place the intelligent work vehicle preheating system into a non-working preheating mode at a moment when sufficient duration is provided before the earliest expected start time to charge the battery pack to the minimum target state of charge.

[0064] 11. The intelligent work vehicle preheating system according to Example 10, wherein the controller architecture is further configured to establish the earliest expected start time based on user input input via the operator interface of the E / H work vehicle.

[0065] 12. The intelligent work vehicle preheating system according to Example 1, wherein the controller architecture is further configured to: (i) monitor the current SoC of the battery pack; and (ii) avoid heating the first hydraulic fluid body when the current temperature of the first hydraulic fluid body is less than a first minimum target temperature, until the current SoC of the battery pack exceeds a minimum SoC threshold stored in a computer-readable memory.

[0066] 13. The intelligent work vehicle preheating system according to Example 1 further includes: a first vehicle-side charging terminal configured to supply current to the electric drive subsystem when connected to an external power source; and a second vehicle-side charging terminal configured to supply current to the HF heating device when connected to an external power source, bypassing the electric drive subsystem.

[0067] 14. The intelligent work vehicle preheating system according to Example 1, wherein the controller architecture is configured to return to the default operating mode when the connection between the electric drive subsystem and the external power supply is detected to be terminated.

[0068] 15. The intelligent work vehicle preheating system according to Example 1 further includes a second HF temperature sensor coupled to the controller architecture and configured to monitor the current temperature of a second hydraulic fluid body within a hydraulic subsystem, wherein the hydraulic subsystem further includes a second HF heating device coupled to the controller architecture. The controller architecture is further configured to control the second HF heating device to heat the second hydraulic fluid body when the current temperature of the second hydraulic fluid body is less than a second minimum target temperature stored in a computer-readable memory and the second minimum target temperature is greater than a first minimum target temperature.

[0069] in conclusion

[0070] Therefore, the above-disclosed implementation of systems and methods for use with E / H engineering vehicles and other E / H work vehicles performs preheating functions for certain strategic applications before the operational use of a given E / H work vehicle to better conserve battery energy reserves. When operating in a non-operational preheating mode, the implementation of the intelligent work vehicle preheating system can heat any number of hydraulic fluid components (whether for actuation or lubrication purposes) to the same or different customized temperatures. The cab of the E / H work vehicle can also be preheated to an operator comfort level when the intelligent work vehicle preheating system is operating in a non-operational preheating mode. Different levels of intelligence can also be applied to, for example, constrain operation in the intelligent preheating mode to consider scheduling-based issues or ensure that the work vehicle battery pack is fully charged before the preheating function begins. By providing such an intelligent preheating function, optimal operation of the work vehicle hydraulic system can begin immediately when the main E / H work vehicle is disconnected from external power, reducing the need to expend valuable battery energy reserves to rapidly heat the hydraulic fluids (and possibly the cab) during the work vehicle's operational use, thus effectively extending battery life.

[0071] Finally, as used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. It will also be understood that, when used in this specification, the terms “comprising” and / or “including” indicate the presence of the stated feature, integer, step, operation, element, and / or component, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0072] The description of this disclosure is presented for illustrative purposes and is not intended to be exhaustive or to limit the disclosure to its forms. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of this disclosure. The embodiments expressly referenced herein have been chosen and described to best illustrate the principles of this disclosure and its practical application, and to enable others skilled in the art to understand this disclosure and recognize the many alternatives, modifications, and variations to the described examples. Therefore, various implementations and methods other than those expressly described are within the scope of the following claims.

Claims

1. An intelligent vehicle preheating system (22) for an electro-hydraulic (E / H) work vehicle (20), the intelligent vehicle preheating system (22) comprising: An electric drive subsystem (50) comprising a battery pack (82); A hydraulic subsystem (52) comprising a first hydraulic fluid (HF) heating device (56); A first HF temperature sensor (54) is configured to monitor the current temperature of a first hydraulic fluid body within a hydraulic subsystem (52); A computer-readable storage device (68) stores a first minimum target temperature, which is desired to maintain the first hydraulic fluid body at the first minimum target temperature or a higher temperature during operation of the E / H work vehicle (20). as well as A controller architecture (48) coupled to an electric drive subsystem (50), an HF heating device (56), a first HF temperature sensor (54), and a computer-readable storage device (68), wherein the controller architecture (48) is configured to: When the electric drive subsystem (50) is connected to an external power source for charging the battery pack (82), the intelligent work vehicle preheating system (22) is selectively placed in a non-operational preheating mode; and When (i) the intelligent work vehicle preheating system (22) is placed in non-working preheating mode and (ii) the current temperature of the first hydraulic fluid body is less than the first minimum target temperature, the HF heating device (56) is controlled to heat the first hydraulic fluid body, wherein the preheating function includes the preheating of one or more hydraulic fluid bodies contained in one or more flow loops within the hydraulic subsystem of the electro-hydraulic (E / H) work vehicle.

2. The intelligent task vehicle pre-heat system (22) of claim 1, wherein, The hydraulic subsystem (52) also includes: A fluid flow circuit (58), the fluid flow circuit (58) comprising a first hydraulic fluid body; and At least one hydraulic actuator (46, 70) is fluidly coupled to a fluid circuit (58) and is capable of controlling the movement of the implements of the E / H work vehicle (20).

3. The intelligent task vehicle pre-heat system (22) of claim 2, wherein, The at least one hydraulic actuator (46, 70) includes a hydraulic cylinder capable of being controlled to move the front loader assembly of the E / H work vehicle (20).

4. The intelligent task vehicle pre-heat system (22) of claim 2, wherein, The at least one hydraulic actuator (46, 70) includes a hydraulic motor.

5. The intelligent operation vehicle preheating system (22) according to claim 1, wherein, The hydraulic subsystem (52) includes: A fluid flow circuit (58) comprising a first hydraulic fluid body; An active lubrication wheel and shaft assembly (74) fluidly coupled to a fluid flow circuit (58); and A hydraulic pump, located in the fluid flow circuit (58), causes lubricant to flow through the active lubrication wheel axle assembly (74) when the hydraulic pump is driven during operation of the E / H work vehicle (20).

6. The intelligent operation vehicle preheating system (22) according to claim 1, wherein, The hydraulic subsystem (52) includes: A fluid flow circuit (58) comprising a first hydraulic fluid body; An actively lubricated transmission (76) fluidly connected in a fluid flow circuit (58); and A hydraulic pump, located in the fluid flow circuit (58), causes lubricant to flow through the actively lubricated transmission (76) when the hydraulic pump is driven during operation of the E / H work vehicle (20).

7. The intelligent operation vehicle preheating system (22) according to claim 1 further includes: Cab temperature sensor (54), which is coupled to the controller architecture (48) and configured to monitor the current temperature inside the cab of the E / H work vehicle (20); as well as A cab heating device (63) is connected to a controller architecture (48) and is controllable to heat the airflow supplied to the cab; The controller architecture (48) is also configured to control the cab heating device (63) to heat the airflow supplied to the cab when the intelligent work vehicle preheating system (22) is placed in a non-working preheating mode and the current temperature of the cab is less than the minimum cab target temperature stored in the computer-readable memory (68).

8. The intelligent operation vehicle preheating system (22) according to claim 7, wherein, The controller architecture (48) is configured to control the cab heating device (63) to heat the airflow supplied to the cab while heating the first hydraulic fluid body when the intelligent work vehicle preheating system (22) is placed in the non-working preheating mode.

9. The intelligent operation vehicle preheating system (22) according to claim 1, wherein, The first minimum target temperature is equal to or greater than 60 degrees Celsius, while the hydraulic subsystem (52) has a hydraulic fluid flow rate of more than 110 liters.

10. The intelligent operation vehicle preheating system (22) according to claim 1, wherein, The controller architecture (48) is also configured as follows: Establish the earliest expected start time for the resumption of work on the anticipated E / H operation vehicle (20); and The intelligent work vehicle preheating system (22) is placed in non-working preheating mode at a time when sufficient time is provided before the earliest expected start time to charge the battery pack (82) to the minimum target charge state.

11. The intelligent operation vehicle preheating system (22) according to claim 10, wherein, The controller architecture (48) is also configured to establish the earliest expected start time based on user input via the operator interface of the E / H work vehicle (20).

12. The intelligent operation vehicle preheating system (22) according to claim 1, wherein, The controller architecture (48) is also configured as follows: Monitor the current state of charge (SoC) of the battery pack (82); and Avoid heating the first hydraulic fluid body when the current temperature of the first hydraulic fluid body is less than the first minimum target temperature, until the current SoC of the battery pack (82) exceeds the minimum SoC threshold stored in the computer-readable memory (68).

13. The intelligent operation vehicle preheating system (22) according to claim 1 further includes: A first vehicle-side charging terminal (81) is configured to supply current to the electric drive subsystem (50) when connected to an external power source. as well as The second vehicle-side charging terminal (79) is configured to supply current to the HF heating device (56) when connected to an external power source, bypassing the electric drive subsystem (50).

14. The intelligent operation vehicle preheating system (22) according to claim 1, wherein, The controller architecture (48) is configured to return to the default operating mode when the connection between the electric drive subsystem (50) and the external power supply is detected to be terminated.

15. The intelligent work vehicle preheating system (22) according to claim 1 further includes a second HF temperature sensor (54), the second HF temperature sensor (54) being coupled to the controller architecture (48) and configured to monitor the current temperature of a second hydraulic fluid body within the hydraulic subsystem (52); in, The hydraulic subsystem (52) also includes a second HF heating device (56) connected to the controller architecture (48); and The controller architecture (48) is further configured to control the second HF heating device (56) to heat the second hydraulic fluid body when the current temperature of the second hydraulic fluid body is less than the second minimum target temperature stored in the computer-readable storage (68) and the second minimum target temperature is greater than the first minimum target temperature.

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