Energy storage and scheduling for embedded control implementation of hybrid mining trucks

Abstract

The present disclosure relates to energy storage and scheduling for embedded control implementation of hybrid mining trucks. Methods and systems are disclosed for identifying, generating, and / or commanding operational parameters of a battery system of a hybrid mining dump truck. The methods and systems herein can include a sensor operably coupled to a battery system and / or an engine of a vehicle to obtain characteristics related to a route of the vehicle and / or operation of the vehicle, the sensor configured to send signals to one or more processor functions to evaluate and generate a battery system operation request or command.

Description

Technical Field

[0001] This disclosure relates to the control of energy storage and dispatch in hybrid mining trucks. Specifically, this disclosure relates to systems and methods for operating battery systems, such as controlling energy storage, dispatch, and associated current usage to extend battery life and improve energy efficiency during the operation of mining trucks using hybrid powertrain systems and / or battery-based powertrain systems. Background Technology

[0002] Environmental and efficiency considerations have led to the electrification of vehicles across industries and applications. While electric and hybrid passenger and freight vehicles are becoming increasingly common, the electrification and / or hybridization of large equipment vehicles faces its own set of challenges. For example, large equipment vehicles such as mining trucks, cranes, and bulldozers may require heavy workloads and / or have components of enormous size, making the implementation of alternative powertrains more difficult. Additionally, the power and environmental requirements of such vehicles during operation complicate the efficient implementation of alternative powertrains. Summary of the Invention

[0003] In a first aspect of this disclosure, a method for operating a battery system of a vehicle is disclosed. The method includes: selecting a peak state-of-charge (POC) threshold of the vehicle's battery system using a first processor function; selecting a target POC valley of the vehicle's battery system using the first processor function; receiving a POC signal from a POC sensor of the vehicle's battery system using the first processor function; identifying at least one of a preferred discharge rate and a braking thermal charge limit using the first processor function: the peak POC threshold of the vehicle's battery system, the target POC valley, the POC signal, and a route discharge duration; and sending at least one of the following to at least one of a second processor function and a battery management unit to change the operating parameters of the battery system: a first signal indicating an increase in the discharge rate, a second signal indicating a decrease in the discharge rate, and a third signal indicating the application of a braking thermal charge limit.

[0004] In another aspect of this disclosure, a system for commanding operating parameters of a battery system in a hybrid mining dump truck is disclosed. The system includes a battery system comprising: a state-of-charge (POC) sensor configured to measure and transmit a first signal indicating the POC of the battery system; and a controller. The controller is configured to: select a POC threshold peak value for the battery system; select a POC target valley value for the battery system; receive the first signal from the POC sensor; identify at least one of a preferred discharge rate and a braking thermal charge limit using: the POC threshold peak value of the battery system, the POC target valley value of the battery system, the first signal from the POC sensor, and the route discharge duration of the battery system; and transmit a second signal commanding a change in the operation of the battery system. The change in the operation of the battery system includes at least one of: increasing the discharge rate of the battery system, decreasing the discharge rate of the battery system, and applying a braking thermal charge limit.

[0005] In another aspect of this disclosure, a method for operating a battery system of a mining dump truck is disclosed. The method includes: receiving a first set of signals using a first processor function, the first set of signals indicating at least one of an engine speed of the vehicle and an actual load on the engine; sending a second set of signals from the first processor function to a second processor function; receiving a third set of signals using a third processor function from at least one of an engine sensor, a braking system, the battery system, and a gate resistor system; sending a fourth set of signals from the third processor function to the second processor function; receiving a fifth set of signals using a fourth processor function, the fifth set of signals indicating at least one of the engine speed and a current engine speed requirement; sending a sixth set of signals from the fourth processor function to the second processor function; and sending a seventh set of signals from the second processor function to the battery system commanding a change in one or more parameters governing the operation of the battery system.

[0006] In various aspects of this disclosure, the steps of selecting a peak state-of-charge threshold and selecting a target valley state-of-charge value may each include: using at least one of the peak state-of-charge value, the valley state-of-charge value, and the route discharge duration of the vehicle's battery system. The method may further include: identifying an initial predetermined discharge rate based on: the selected target valley state-of-charge value and at least one of the peak state-of-charge value, the valley state-of-charge value, and the route discharge duration of the vehicle's battery system. The method may further include: using the first processor function to send a fourth signal indicating the initial predetermined discharge rate to at least one of the second processor function and the battery management unit to apply the initial predetermined discharge rate to the vehicle's battery system.

[0007] In various aspects of this disclosure, the step of selecting the state-of-charge threshold peak of the battery system of the vehicle may include: estimating the amount of regenerative energy to be captured by the battery system during the operation of the vehicle using predicted energy regeneration opportunities, wherein the state-of-charge threshold peak is selected to maintain the remaining capacity of the battery system at an amount equal to or greater than the estimated amount of regenerative energy to be captured. The method may further include: changing the state-of-charge threshold peak based on the location of the vehicle along its route.

[0008] In various aspects of this disclosure, the controller may use at least one of the following to select the peak state of charge threshold of the battery system: the peak state of charge of the battery system, the valley state of charge, and the route discharge duration. The controller may use at least one of the following to select the target valley state of charge of the battery system: the peak state of charge, the valley state of charge, and the route discharge duration. The controller may be further configured to: identify an initial predetermined discharge rate based on: the selected target valley state of charge and at least one of the peak state of charge, the valley state of charge, and the route discharge duration of the vehicle's battery system; and send a third signal to the vehicle's battery system commanding the application of the initial predetermined discharge rate.

[0009] In various aspects of this disclosure, the controller can use predicted energy regeneration opportunities to estimate the amount of regenerative energy to be captured by the battery system during vehicle operation. The state-of-charge threshold peak can be selected to maintain the remaining capacity of the battery system at a value equal to or greater than the estimated amount of regenerative energy to be captured. The controller can also be further configured to change the state-of-charge threshold peak based on the vehicle's position along its route.

[0010] In various aspects of this disclosure, the method may further include: sending an eighth set of signals from a fifth processor function to the second processor function, the eighth set of information indicating at least one of an initial predetermined discharge rate of the battery system, a first increase in the discharge rate of the battery system, a first decrease in the discharge rate of the battery system, and a braking thermal charging limit.

[0011] In various aspects of this disclosure, the method may further include: in response to the third set of signals, performing at least one of the following: increasing engine charging of the battery system; introducing the discharge rate into the battery system; and increasing the discharge rate of the battery system.

[0012] In various aspects of this disclosure, the method may further include: in response to the fourth set of signals, performing at least one of the following: increasing regeneration capture; and decreasing regeneration capture.

[0013] In various aspects of this disclosure, the method may further include: in response to the sixth set of signals, performing at least one of the following: introducing a discharge rate of the battery system; increasing the discharge rate of the battery system; and increasing the engine charge of the battery system. The method may further include at least one of the following: identifying a negative engine speed error, wherein the sixth set of signals indicates the increase in the discharge rate of the battery system; and identifying a positive engine speed error, wherein the sixth set of signals indicates the increase in the engine charge of the battery system.

[0014] In various aspects of this disclosure, sending the seventh group of signals to the battery system may include: sending the seventh group of signals directly from the second processor function to the battery management unit; and sending the ninth group of signals from the battery management unit to the battery system.

[0015] In various aspects of this disclosure, the method may further include: evaluating the second set of signals, the fourth set of signals, and the sixth set of signals using the second processor function; and generating a battery command corresponding to the seventh set of signals using the second processor function in response to the evaluation of the second set of signals, the fourth set of signals, and the sixth set of signals.

[0016] Additional features and advantages of this disclosure will become apparent to those skilled in the art upon consideration of the following detailed description of exemplary embodiments illustrating the present understanding of this disclosure. Attached Figure Description

[0017] For a detailed description of the accompanying drawings, please refer to the following drawings. In the drawings:

[0018] Figure 1 A schematic diagram illustrating the powertrain, control system, and sensor layout of a hybrid mining truck is shown.

[0019] Figure 2 An example is provided for determining the discharge rate and / or BTE charging limit of a battery system for a mining truck;

[0020] Figure 3 An example of a graph is shown, illustrating engine efficiency by power demand for mining trucks with hybrid powertrains and mining trucks with diesel internal combustion engine powertrains.

[0021] Figure 4 An example of a lookup table for determining the optimal minimum instantaneous engine load for a given engine speed is shown;

[0022] Figure 5 Examples of methods that help achieve final energy efficiency by suggesting increasing engine charging or discharging of the battery system based on the current engine load and current engine speed of a mining truck are provided.

[0023] Figure 6 An example of a method for determining regeneration capture increase is given;

[0024] Figure 7 An example of a method for determining the introduction or increase of discharge current in response to engine speed error is illustrated; and

[0025] Figure 8 An example is provided for determining a battery command for charging or discharging the battery system of a mining truck based on charging and / or discharging requests from one or more functions of the mining truck.

[0026] Although the accompanying drawings illustrate embodiments of various features and components according to this disclosure, the examples set forth herein are illustrative of embodiments and should not be construed in any way as limiting the scope of this disclosure. Detailed Implementation

[0027] This disclosure relates to methods and systems for controlling battery systems, such as identifying, generating, and / or commanding operating parameters of battery systems in hybrid mining dump trucks. The methods and systems described herein may include sensors operatively coupled to the vehicle's battery system and / or engine to obtain characteristics related to the vehicle's route and / or operation, the sensors being configured to send signals to one or more processor functions to evaluate and generate battery system operation requests or commands.

[0028] The terms “coupled,” “coupled,” “coupler,” and their variations are used to refer to two arrangements, one in which two or more components are in direct physical contact with each other, and the other in which two or more components are not in direct contact with each other (e.g., components are “coupled” via at least a third component) but still cooperate or interact with each other.

[0029] Throughout this disclosure and in the claims, numerical terms such as “first” and “second” are used to refer to various components or features. Such use is not intended to indicate an order of components or features. Rather, numerical terms are used to help the reader identify the referenced components or features and should not be narrowly interpreted as providing a specific order of components or features.

[0030] See Figure 1Mining dump trucks (such as mining dump truck 100) are typically used to move large cargo from mining areas to dump sites or other unloading areas. Therefore, the routes used by mining dump trucks tend to be repetitive and / or follow uphill-downhill patterns. These route characteristics, combined with the vehicle's large size and power requirements, introduce variables for the efficient and safe use of alternative powertrains (such as hybrid powertrains and battery powertrains) in such vehicles. For example, the control of energy storage and dispatching in mining dump trucks may have different objectives compared to other smaller vehicles. Moreover, some individual functions of a hybrid mining dump truck powertrain may have competing priorities in terms of energy management and control. Some of these individual functions may include, but are not limited to: engine anti-stalling (e.g., anti-stalling function 118), energy regeneration capture (e.g., regeneration capture function 122), improved engine load or fuel efficiency (e.g., engine BTE function 124), and more efficient route or state of charge management (e.g., SOC-based route function 132).

[0031] The anti-shutdown function 118 of the hybrid mining dump truck allows the internal combustion engine of the hybrid powertrain to operate independently of the load acceptance curve to achieve higher braking thermal efficiency (“BTE”) and prevent engine stalling. The battery system of the hybrid powertrain provides load acceptance by rapidly discharging when the engine speed lags behind the command. In other words, the anti-shutdown function of the mining truck requests rapid discharge from the battery system to avoid engine stalling. Therefore, the anti-shutdown function may prioritize energy propulsion over regenerative charging, engine charging, and / or battery propulsion.

[0032] The regenerative capture function 122 of the hybrid mining dump truck can help capture and store regenerated energy during regenerative events such as braking and / or downhill driving. The regenerative capture function may be designed to ensure that all regenerated energy is captured, or at least as much regenerated energy as possible, and therefore prioritize regenerative charging of the battery system over engine charging, engine propulsion, and / or battery propulsion.

[0033] Engine load functions in hybrid mining dump trucks (e.g., engine BTE function 124) can apply load to the engine to improve BTE if such load can provide a net efficiency gain and / or higher fuel efficiency. Such functions may take into account losses within the battery system to improve overall net efficiency. Therefore, engine load functions may prioritize engine charging (i.e., engine load application) over regenerative charging, engine propulsion, and / or battery propulsion.

[0034] Route functions for hybrid mining dump trucks (e.g., SOC-based route function 132) can analyze the vehicle's route to facilitate improved state of charge (POC) management by prioritizing avoidance of POC limitations. Therefore, the route function can prioritize engine charging and / or battery propulsion over regenerative charging and / or engine propulsion.

[0035] The varying priorities of these functions can lead to different requests for battery current, and may even cause conflicts regarding whether to charge or discharge the battery system. Therefore, arbitrating such requests across functions and systems helps improve the efficiency of energy storage and use, thereby further contributing to the health of the vehicle powertrain and its components.

[0036] While this disclosure most specifically and / or particularly relates to “mining dump trucks,” it should be understood that this disclosure may also apply to other large vehicles with similar systems. For example, this disclosure may also apply to dump trucks, bulldozers, cranes, excavators, aerial work platforms, graders, backhoe excavators, bulldozers, trenchers, road rollers, towed scrapers, and other large vehicles.

[0037] Still refer to Figure 1 The hybrid mining dump truck 100 may include a powertrain 102, which includes an engine 104 and a battery system 106 to facilitate the operation of the truck 100. The engine 104 may include a speed sensor 110 to measure the speed of the engine 104, as further described herein. The engine 104 may include other components necessary for operation, including sensors or controllers, etc.

[0038] As used herein, “battery system” refers to any collection of batteries (including battery packs, battery modules, battery cells, etc.) used for the operation of a battery or hybrid powertrain. Battery system 106 may include a state-of-charge (“SOC”) sensor 112 to measure the SOC of battery system 106. As used herein, SOC sensor 112 may include multiple sensors, each configured to measure the SOC of an individual cell, battery pack, or other unit of one or more batteries, wherein the multiple sensors transmit the measured SOC to an internal or external controller (including, but not limited to, controller 114 as further discussed herein) to calculate the SOC of the entire battery system 106. In other embodiments, as used herein, SOC sensor 112 may be a single sensor that measures the SOC of the entire battery system 106, rather than as a single component thereof, where applicable.

[0039] Truck 100 may also include a control system or controller 114, which may include multiple components to facilitate the reception, processing, and transmission of signals between the various components of truck 100, thereby enabling the operation of truck 100, as further described herein. Controller 114 may include a battery management unit 116, a stall prevention function 118 (which may include a proportional-integral-derivative (“PID”) controller 120, a regenerative capture function 122, an engine braking thermal efficiency (“BTE”) function 124, a state-of-the-art (SOC) based route function 132, and / or arbitration and SOC bias function 138.

[0040] Each of the anti-stalling function 118, the regenerative capture function 122, the engine BTE function 124, the SOC-based route function 132, and the arbitration and SOC bias function 138 may be further described as a "processor function," wherein the control system may include any or a combination of a first processor function, a second processor function, a third processor function, a fourth processor function, and / or a fifth processor function, which may refer to any or a combination of the anti-stalling function 118, the regenerative capture function 122, the engine BTE function 124, the SOC-based route function 132, and / or the arbitration and SOC bias function 138, as further described herein.

[0041] For example, each of the first, second, third, fourth, and / or fifth processor functions may be the same or different functions, or a combination of such same and / or different functions. Some embodiments may include fewer than five processor functions, while other embodiments may include more than five processor functions. In some embodiments, each processor function in an embodiment may be selected from the list above, or in other embodiments, one or more of the included processor functions may include another processor function that is not explicitly included in the list but is configured to perform the logic and / or methods further described herein.

[0042] Each processor function in the processor functions can be a function of controller 114; for example, a processor function can be the result of an algorithm or other logic executed by controller 114. Controller 114 can refer to a single controller and / or processor or multiple controllers and / or processors within a network of controllers and / or processors.

[0043] In some embodiments, the SOC-based routing function 132 may set an initial predetermined discharge rate for the discharge of the battery system 106. For example, the SOC-based routing function 132 may be configured to preferentially distribute the stored energy from the battery system 106 at a substantially uniform rate to help minimize energy loss in the form of heat dissipation. In other words, resistive electrical losses and heat generation are proportional to the square of the current in the battery system 106; therefore, even the discharge of the battery system 106 can minimize energy loss.

[0044] The initial predetermined discharge rate can be calculated using the SOC-based route function 132 based on the peak SOC of battery system 106, using the route discharge duration and / or the target SOC valley. The target SOC valley is typically equivalent to the desired minimum SOC of battery system 106. For example, the target SOC valley can be a value greater than zero and / or greater than the minimum capacity value of battery system 106. The initial predetermined discharge rate is proportional to the difference between the peak SOC measured during the route discharge duration and the target SOC valley. In other words, the following equation is provided for identifying the initial predetermined discharge rate:

[0045]

[0046] The SOC-based route function 132 can send an initial predetermined discharge rate, as discussed further herein, as a request for an initial predetermined discharge rate to be applied, to facilitate the distribution of energy from the battery system 106 at a uniform rate. The initial predetermined discharge rate can also be evaluated based on the current SOC value of the battery system 106 and the peak SOC threshold, as discussed further herein. For example, the SOC-based route function 132 can identify the initial predetermined discharge rate as the default target discharge rate and, as discussed further herein, request to increase or decrease the discharge rate based on information received during vehicle 100 operation.

[0047] The peak SOC threshold can be lower than the capacity of battery system 106 to help capture regenerated energy during vehicle operation. For example, the SOC-based route function 132 can select a peak SOC threshold that, when starting from the top elevation of the vehicle route, utilizes battery system 106 to maintain sufficient SOC capacity to capture all the energy regenerated during downhill operation of vehicle 100, which can be estimated based on peak SOC, valley SOC, and route discharge duration.

[0048] The SOC-based route function 132 can identify the estimated required SOC value for the battery system 106 to complete a vehicle route. The estimated required SOC value can be the SOC of the battery system 106, estimated to be required to complete one cycle of the vehicle route (e.g., starting and ending at an uphill point on the route, or starting and ending at a downhill point on the route). For example, when the SOC index processor 126 identifies a SOC valley, the SOC-based route function 132 can compare the SOC valley with the capacity of the battery system 106 and / or the location of the vehicle 100. The identified estimated required SOC value serves as a baseline for the SOC-based route function 132 when selecting a SOC threshold peak that is equal to or greater than the identified estimated required SOC value.

[0049] In some embodiments, the SOC-based route function 132 may identify an estimated regenerated value, wherein the estimated regenerated value is the amount of energy regenerated along one or more portions of the vehicle route during vehicle operation. The SOC-based route function 132 may select a SOC threshold peak such that the remaining capacity of the battery system 106 above the SOC threshold peak is approximately equal to the estimated regenerated value, and / or such that the sum of the estimated regenerated value and the SOC threshold peak is equal to or greater than the estimated desired SOC value described above.

[0050] The SOC-based route function 132 can generate a discharge rate value and a BTE charge limit value, which is configured to maintain the SOC of the battery system 106 at or below a peak SOC threshold. For example, in some embodiments, the SOC-based route function 132 can identify pairs of BTE charge limit values ​​and discharge rate values ​​that, when used together, maintain the SOC of the battery system 106 at or below a peak SOC threshold, or in other words, below the maximum SOC capacity of the battery system 106, to facilitate maximum or near-maximum regenerative energy capture as the vehicle 100 travels along its route.

[0051] The BTE charging limit imposes a maximum restriction on the amount of thermal energy that the engine 104 can provide to the battery system 106 for charging the battery system 106. By limiting the thermal energy supplied directly from the engine 104 to the battery system 106, the state of charge (SOC) of the battery system 106 can be maintained at or below the peak SOC threshold, thereby ensuring that the battery system 106 retains sufficient capacity to help achieve the maximum or near-maximum regenerative energy capture mentioned above. This improves the energy efficiency of the vehicle 100 compared to utilizing the battery system 106 for BTE charging.

[0052] Furthermore, or as an alternative to limiting and / or reducing engine charging by imposing a BTE charging limit, the SOC-based route function 132 can identify discharge rate values ​​to help maintain the SOC of the battery system 106 at or below the SOC threshold peak. For example, when the SOC peak is close to the SOC threshold peak, and / or in some embodiments, when the SOC value received from the SOC sensor 112 of the battery system 106 is close to the SOC threshold peak, the SOC-based route function 132 can request an increased discharge rate of the battery system 106 to maintain the SOC of the battery system 106 at or below the SOC threshold peak.

[0053] The SOC-based route function 132 can update the SOC threshold peak value based on the altitude and / or direction of movement of vehicle 100. For example, when vehicle 100 is moving uphill along its route at a lower altitude, the SOC threshold peak value may be higher; while when vehicle 100 is moving downhill along its route at a higher altitude, the SOC threshold peak value may be lower because the regeneration capture potential is greater when vehicle 100 is downhill along its route. In other words, the SOC-based route function 132 can increase or decrease the SOC threshold peak value based on the position of vehicle 100 along its route.

[0054] In some embodiments, the SOC-based route function 132 can help maximize the average battery voltage to minimize electrical losses. For example, as described above, resistive electrical losses and heat generation are proportional to the square of the current, indicating that reducing the current will reduce the losses. Power is the product of voltage and current. Therefore, increasing the voltage will reduce the current required to produce the same power.

[0055] Voltage is proportional to the State of Charge (SOC) of battery system 106. In other words, the higher the average SOC of battery system 106, the higher the voltage. By increasing the average SOC peak of battery system 106, the average voltage of battery system 106 remains high, thereby reducing the current required for equivalent power and reducing electrical losses. Therefore, the SOC-based routing function 132 can select the maximum SOC threshold peak based on the estimated regeneration value described above. That is, the SOC-based routing function 132 can select the maximum SOC threshold peak that is equal to or nearly equal to the value that maintains the empty capacity of battery system 106 at an amount equal to or nearly equal to the estimated regeneration value. In some embodiments, the SOC-based routing function 132 may prioritize the maximum average battery voltage. In other embodiments, the SOC-based routing function 132 may prioritize capturing regeneration energy. Preferably, the SOC-based routing function 132 evaluates two metrics when generating the SOC threshold peak.

[0056] To maximize the average battery voltage (i.e., State of Charge) and minimize electrical losses, the SOC-based route function 132 may increase the BTE charging limit to increase engine charging and / or request a reduced discharge rate of the battery system 106 to maintain the SOC of the battery system 106 at or near the SOC threshold peak. For example, in some embodiments, when the SOC of the battery system 106 drops below a certain value and / or the SOC peak does not reach the SOC threshold peak, the SOC-based route function 132 may increase the BTE charging limit to allow more engine charging, bringing the SOC closer to the SOC threshold peak.

[0057] In other embodiments, when the SOC of battery system 106 drops below a certain value and / or the peak SOC does not reach the SOC threshold peak, the SOC-based routing function 132 may request a reduced discharge rate for battery system 106 to help maintain a higher average SOC during battery system 106 discharge. In still other embodiments, when the SOC of battery system 106 drops below a certain value and / or the peak SOC does not reach the SOC threshold peak, the SOC-based routing function 132 may increase the BTE charging limit and request a reduced discharge rate to increase engine charging while maintaining a higher SOC of battery system 106 during discharge.

[0058] The SOC-based route function 132 can send the selected BTE charge limit and / or discharge rate to other functions and / or processors within the control system 114. For example, the selected BTE charge limit and / or discharge rate can be sent to and used by the arbitration and state-of-charge bias function 138, as further described herein. In some embodiments, the selected BTE charge limit and / or discharge rate can be sent to and stored in a memory, which may be included within the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0059] Now based on Figure 1 refer to Figure 2 This illustrates a method 200 for identifying battery system discharge parameters based on vehicle route characteristics. For example, in some embodiments, at block 204, a SOC-based route function 132 may select a target SOC valley, which is typically equivalent to the desired minimum SOC of the battery system 106. At block 206, the SOC-based route function 132 may calculate an initial predetermined discharge rate based on the SOC peak, SOC valley, and route discharge duration.

[0060] At block 208, the SOC-based route function 132 may send a request to the processor or function of the control system 114 and / or the vehicle 100 to apply an initial predetermined discharge rate to the battery system 106. In some embodiments, the SOC-based route function 132 may request that the initial predetermined discharge rate be applied to the battery system 106 as an initial discharge rate of the battery system 106, which is then modified as further described herein.

[0061] For example, at box 210, the SOC-based route function 132 can select a SOC threshold peak smaller than the capacity value of the battery system 106 to facilitate the capture of regenerative energy.

[0062] In some embodiments, the SOC-based route function 132 may preferentially maintain the average SOC value of the battery system 106 near its peak or near the SOC threshold peak to reduce current, as described above and further herein. For example, the SOC-based route function 132 may receive the SOC of the battery system 106 from the SOC sensor 112 of the battery system 106 at block 212.

[0063] At block 214, the SOC-based routing function 132 can identify a preferred discharge rate and / or a BTE charge limit to maintain the SOC value of the battery system 106 below the SOC threshold peak. For example, the SOC-based routing function 132 can use information from block 212 to identify the SOC threshold peak at block 210 and / or the preferred discharge rate and / or BTE charge limit at block 214 to maintain the SOC of the battery system 106 at or as close as possible to the SOC threshold peak. In other words, the SOC-based routing function 132 can evaluate the information received at block 212 at block 214 to identify the preferred discharge rate and / or BTE charge limit to maintain the SOC of the battery system 106 as close as possible to the SOC threshold peak. In some embodiments, the preferred discharge rate can indicate an increase or decrease in the current discharge rate (e.g., an initial predetermined discharge rate).

[0064] The SOC-based route function 132 may send requests at block 216 to the processors or functions of the control system 114 and / or vehicle 100 to alter the operating characteristics of the vehicle 100. For example, the SOC-based route function may send requests to increase the discharge rate of the battery system 114, decrease the discharge rate of the battery system 114, and / or impose a BTE charge limit on the battery system 114 and / or engine 104. In some embodiments, the SOC-based route function 132 may send such requests to the arbitration and SOC bias function 138. In other embodiments, the SOC-based route function 132 may send such requests to the battery management unit 116 or another processor or function of the control system 114 and / or vehicle 100.

[0065] Figure 2 The events illustrated in boxes 204, 206, 208, 210, 212, 214 and / or 216 may occur simultaneously, nearly simultaneously and / or relative to the figure. Figure 2 Any variation or alternation of the order of the other boxes and / or methods 200 illustrated, especially where such events may occur continuously during the operation of vehicle 100.

[0066] Refer again Figure 1 The engine BTE function 124 is configured to identify whether the battery system 106 should be charged or discharged via engine charging based on the current engine load and current engine speed during truck 100 operation, in order to help achieve final energy efficiency. For example, the engine BTE function 124 may identify the optimized amount of power to be provided to the battery system 106 via engine charging based on the current engine load and current engine speed during truck 100 operation, or alternatively may request battery discharge during heavy engine loads to maintain a higher average BTE.

[0067] See Figure 3 Engine efficiency can be measured and plotted by dividing the measured power output from the engine in pure diesel mode and hybrid mode at a given engine speed by the amount of fuel burned to provide that measured power output. The hybrid engine efficiency at a given engine speed can be determined by: in fuel mode (i.e., "N... 柴油 ) and hybrid mode (i.e., "N 混合动力 Both graphs plot engine efficiency as a function of engine power demand at a specific engine speed. Graph 300 is intended to be illustrative in nature, and it should be understood that the calculation of engine efficiency and such plotting as a function of power demand may differ based on vehicle, engine, environmental factors, fuel used, etc. The optimal engine load at the given engine speed can be determined by identifying N. 柴油 and N混合动力 The point of intersection (i.e., point 302) is used to determine this.

[0068] Now for reference Figure 4 A lookup table 400 can be provided, which plots the optimal instantaneous engine load as it varies with its corresponding speed (i.e., based on...). Figure 3 (The determination made). As discussed further below, such lookup tables can be used to identify optimized charge / discharge functions of battery system 106 under the following assumptions: fixed energy storage round-trip efficiency, unlimited battery capacity, and a break-even point, such as Figure 3 Point 302 identified. Similar to graph 300, lookup table 400 is intended to be exemplary in nature, and it should be understood that the values ​​presented herein may vary based on vehicle, engine, environmental factors, fuel used, etc.

[0069] A lookup table corresponding to vehicle 100 can be generated as described with respect to graph 300 and lookup table 400, and stored in a memory included in control system 114, a cloud-based storage service, or another data storage mechanism or system accessible by engine BTE function 124. The lookup table can be pre-generated and / or generated and updated during operation based on the engine efficiency of vehicle 100. The lookup table can be generated and used under the following assumptions: a fixed energy storage round-trip efficiency (i.e., 70%, 80%, 85%, 90%, 92%, 94%, 96%, 98%, or a smaller or larger percentage of a predetermined efficiency when generating the lookup table); unlimited battery capacity, which is considered during the evaluation conducted by SOC-based route function 132 discussed above; and a minimum power value, which is within N... 柴油 and N 混合动力车 When they intersect (i.e., Figure 3 Point 302 is considered the break-even point.

[0070] See Figure 5 The engine BTE function 124 can determine, according to method 500, whether it is beneficial to increase engine charging or increase battery system 106 discharging. For example, the engine BTE function 124 can receive a measured engine speed from the engine speed sensor 110 of the engine 104, as shown in block 502. The engine BTE function 124 can then compare the measured engine speed with a lookup table at block 504 to identify the corresponding optimal minimum instantaneous engine load.

[0071] Engine BTE function 124 may also receive the actual load of engine 104 at block 506 from one or more sensors communicatively coupled to engine 104, another vehicle subsystem and / or control system 114 and / or vehicle 100 processors. Although method 500 illustrates block 506 after block 504, the step of receiving the actual load of engine 104 may also occur before and / or simultaneously with blocks 502 and / or 504. Engine BTE function 124 may then compare the actual load of engine 104 with the optimal minimum instantaneous engine load corresponding to engine speed obtained from a lookup table at block 508, and determine at block 410 whether an engine speed error exists.

[0072] The difference between the optimal minimum instantaneous engine load obtained from the lookup table and the actual load of engine 104 determines whether engine BTE function 124 requests engine charging or battery system 106 discharging. For example, if the optimal minimum instantaneous engine load is greater than the actual load of engine 104, engine BTE function 124 may request increased engine charging of battery system 106 at block 512 to increase the actual load of engine 104 to near the optimal minimum instantaneous engine load. However, if the optimal minimum instantaneous engine load is less than the actual load of engine 104, engine BTE function 124 may request battery system 106 discharging at block 514 (i.e., increasing the use of battery system 106 to operate vehicle 100 in hybrid mode) to reduce the actual load of engine 104 to near the optimal minimum instantaneous engine load. If the optimal minimum instantaneous engine load reaches the actual load of engine 104, engine BTE function 124 may continue monitoring via method 500.

[0073] The request generated by engine BTE function 124 may be described herein as a "BTE item". Engine BTE function 124 may send the BTE item to arbitration and SOC bias function 138, such as Figure 1 As shown and further described herein. In some embodiments, BTE items may be sent to and stored in a memory, which may be included within the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0074] Refer again Figure 1 The regenerative capture function 122 is configured to generate a regenerative capture request (i.e., a "regenerative item") to maximize the capture of regenerated energy based on vehicle and system limitations. For example, additionally refer to... Figure 6In method 600, the regeneration capture function 122 can receive a regeneration status indication at block 602 from one or more sensors in the engine 104, the braking system of the vehicle 100, the battery system 106, the gate resistor system of the vehicle 100 and / or other vehicle subsystems and / or processors.

[0075] If the regenerative system of vehicle 100 is active at block 604 and the system limit allows additional regenerative power to be captured at block 606, the regenerative capture function 122 may request additional regeneration at block 608 to draw power from the gate resistor system of vehicle 100. If the regenerative system of vehicle 100 is inactive at block 604 and / or if the system limit prevents any additional regenerative power from being captured at block 606, the regenerative capture function 122 may continue monitoring via method 600.

[0076] In some embodiments, if the regeneration system is active but system limitations prevent it from capturing additional regeneration power, the regeneration capture function 122 may send a request to reduce regeneration at block 610.

[0077] In some embodiments, if the regeneration capture function 122 cannot obtain gate current or power measurement results, the regeneration capture function 122 may receive the actual load of the engine 104 from one or more sensors communicatively coupled to one or more processors of the engine 104, another vehicle subsystem and / or control system 114 and / or vehicle 100, and use the actual load of the engine 104 as a feedback mechanism to indicate the time when the charging power exceeds the regeneration power.

[0078] The regeneration capture function 122 can send regenerated items to the arbitration and SOC bias function 138, as further described herein. In some embodiments, regenerated items can be sent and stored in memory, which may be included within the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0079] Refer again Figure 1 The anti-stalling function 118 is configured to reduce the likelihood of engine 104 stalling and / or prevent it from stalling, which may be caused by the additional load imposed on engine 104 by the battery system 106 charging the engine. For example, additionally refer to Figure 7 In the method 700 illustrated herein, the anti-shutdown function 118 may receive signals at block 702 from the engine speed sensor 110 of the engine 104, these signals indicating the engine speed of the engine 104. The anti-shutdown function 118 may also receive at block 704 an indication of the current engine speed requirement from another processor of the vehicle 100 and / or the control system 114.

[0080] At block 706, the current engine speed demand is compared with the current engine speed to determine if an engine speed error exists. If a negative engine speed error is detected at block 708 (i.e., if the current engine speed is less than the current engine speed demand), the anti-shutdown function 118 generates and sends a request at block 710 to introduce and / or increase the discharge current of the battery system 106, thereby reducing the actual load on the engine 104 to help increase the engine speed. If a positive engine speed error is detected or no engine speed error is detected, the anti-shutdown function 118 continues monitoring via method 700. In some embodiments, the anti-shutdown function 118 may include a PID controller 120 to compare the current engine speed demand with the current engine speed.

[0081] The anti-flameout function 118 can send a discharge request to the arbitration and SOC bias function 138, as further described herein. In some embodiments, the discharge request can be sent to and stored in a memory, which may be included within the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0082] Arbitration and SOC bias function 138 may receive one or more of the selected BTE charging limit and / or discharge rate sent by SOC-based route function 132; BTE items sent by engine BTE function 124; regeneration items sent by regeneration capture function 122; and / or discharge requests sent by anti-shutdown function 118. Arbitration and SOC bias function 138 may generate battery commands (such as discharge current commands) based on the received signals and send the battery commands to battery management unit 116, battery system 106, or control system 114 and / or another processor or controller of vehicle 100.

[0083] Now for reference Figure 8 This illustrates a method 800 for indicating the battery discharge rate or other battery system commands in vehicle 100. For example, in some embodiments, a SOC-based route function 132 may receive a signal from the SOC sensor 112 of the battery system 106 at block 802 to indicate the SOC at block 804 and as described above. Figure 2 Further discussed is the sending of signals to arbitration and SOC bias function 138 or another processor or function, which indicate an initial predetermined discharge rate, an increase in the discharge rate, a decrease in the discharge rate, and / or a BTE charging limit.

[0084] At block 806, engine BTE function 124 may receive signals from engine 104 speed sensor 110 and / or at least one of one or more sensors, vehicle subsystems, and / or processors configured to measure and / or transmit the actual load of engine 104 to send signals at block 808 to arbitration and SOC bias function 138 or another processor or function indicating an increase in engine charge of battery system 104 or a discharge of battery system 106 (i.e., "BTE item"), as described above. Figures 3 to 5 Further discussion follows.

[0085] Regenerative capture function 122 may receive signals at block 810 from at least one of the following: sensors in engine 104, braking system of vehicle 100, battery system 106, gate resistor system of vehicle 100, and / or other vehicle subsystems and / or processors. At block 812, regenerative capture function 122 may, based on an evaluation of the signals received at block 810 and in conjunction with the above... Figure 6 Further discussed is the sending of signals to the arbitration and SOC bias function 138 or another processor or function, which indicate an increase or decrease in regeneration capture (i.e., "regeneration item").

[0086] The anti-shutdown function 118 may receive, at block 814, a signal indicating the current engine speed requirement from at least one of the engine speed sensor 110 of the engine 104 and / or another processor of the vehicle and / or control system 114. At block 816, the anti-shutdown function 118 may send signals to the arbitration and SOC bias function 138 or another processor or function, indicating the introduction and / or increase of discharge current to the battery system 106. (The above is in conjunction with...) Figure 7 The anti-flameout function 118 and its method were further discussed.

[0087] At block 818, the arbitration and SOC bias function 138 and / or control system 114 and / or another processor or function of vehicle 100 may evaluate signals from at least one of the SOC-based route function 132, engine BTE function 124, regenerative capture function 122, and anti-shutdown function 118 to generate a battery command. At block 820, the arbitration and SOC bias function 138 may send the battery command to the battery management unit 116, battery system 106, or control system 114 and / or another processor or controller of vehicle 100.

[0088] In some embodiments, blocks 818 and 820 may include alternative processors or functions of the control system 114 and / or the vehicle 100, instead of arbitration and SOC bias functions. In other words, method 800 does not require the use of arbitration and SOC bias functions to cause operational or functional changes to the battery system 106. Moreover, when implementing operational or functional changes to the battery system 106, method 800 may include only one of the SOC-based route function 132, engine BTE function 124, regenerative capture function 122, and / or anti-shutdown function 118.

[0089] In some embodiments, the battery management unit 116 and / or battery system 106 may receive and evaluate signals from any or more of the SOC-based route function 132, engine BTE function 124, regenerative capture function 122, and / or anti-shutdown function 118 to implement operational or functional changes to the operation of battery system 106. In other embodiments, for example, based on requests and priorities of the logic and functions described herein, other operational and / or functional changes may be made to engine 104 and / or other vehicle subsystems or functions.

[0090] The systems and methods described herein can identify opportunities to store or release energy in or from the battery system 106 as the vehicle 100 travels along a route, based on metrics related to the route and location of the vehicle 100 along that route. For example, energy regeneration and storage may be more efficient when the vehicle 100 is traveling downhill than when it is traveling uphill. Based on this, at the crest of the hill (i.e., when the vehicle 100 is traveling downhill or preparing to travel downhill), the available battery capacity may be larger, allowing more regenerated energy to be stored and used later. Similarly, at the foot of the hill (i.e., when the vehicle 100 is traveling uphill or preparing to travel uphill), the available battery capacity may preferably be smaller to reduce the likelihood of depleting the battery's stored energy before reaching the crest (considering both speed and route topography).

[0091] As discussed above, power loss due to thermal energy loss can be reduced by maintaining the voltage or average SOC of battery system 106 at the highest possible level, while also considering other factors related to energy regeneration storage and the power required to complete the route. Power loss can also be reduced by maintaining the current within battery system 106 at the lowest possible level (e.g., maintaining the charging and discharging of battery system 106 as uniformly as possible throughout the entire journey of vehicle 100 along its route). As described above, finding the true fundamental frequency of the SOC cycle of battery system 106 that reflects the route cycle can help improve battery efficiency.

[0092] While the systems and methods described herein have been described with reference to various specific embodiments, it should be understood that numerous changes can be made within the spirit and scope of the described concepts, and therefore the invention is not intended to be limited to the described embodiments, but will have the full scope defined by the language of the following claims.

[0093] To facilitate understanding of the principles of this disclosure, reference will now be made to embodiments illustrated in the accompanying drawings, which are described herein. The embodiments disclosed herein are not intended to be exhaustive or to limit the invention to the exact forms disclosed. Rather, these embodiments were chosen and described to enable others skilled in the art to utilize their teachings. Therefore, it is not intended to limit the scope of the claimed invention. The invention includes any changes and further modifications to the illustrated devices and described methods, as well as further applications of the principles of the invention, which will generally be conceived by those skilled in the art to which this invention pertains.

Claims

1. A method for operating a battery system of a vehicle, the method comprising: The peak value of the state of charge threshold of the vehicle's battery system is selected using the function of the first processor; The target valley value of the state of charge of the battery system of the vehicle is selected using the function of the first processor; The first processor function is used to receive a state of charge signal from the state of charge sensor of the battery system of the vehicle. The first processor function is used to identify at least one of the following: the peak value of the state of charge threshold of the battery system of the vehicle, the target valley value of the state of charge, the state of charge signal, and the route discharge duration. Using the first processor function, send at least one of the following to at least one of the second processor function and the battery management unit to change the operating parameters of the battery system: a first signal indicating an increase in the discharge rate, a second signal indicating a decrease in the discharge rate, and a third signal indicating the application of a braking thermal charge limit.

2. The method according to claim 1, wherein the steps of selecting the peak value of the state of charge threshold and selecting the target valley value of the state of charge each include: The vehicle uses at least one of the peak state of charge, the valley state of charge, and the route discharge duration of the battery system.

3. The method according to claim 2, further comprising: The initial predetermined discharge rate is identified based on at least one of the following: the selected target trough of state of charge and the peak state of charge of the vehicle's battery system, the trough of state of charge, and the route discharge duration.

4. The method according to claim 3, further comprising: The first processor function is used to send a fourth signal indicating the initial predetermined discharge rate to at least one of the second processor function and the battery management unit, so as to apply the initial predetermined discharge rate to the battery system of the vehicle.

5. The method of claim 1, wherein the step of selecting the peak value of the state of charge threshold of the battery system of the vehicle comprises: The predicted energy regeneration opportunities are used to estimate the amount of regenerative energy to be captured by the battery system during the operation of the vehicle, and the peak state-of-charge threshold is selected to maintain the remaining capacity of the battery system at an amount equal to or greater than the estimated amount of regenerative energy to be captured.

6. The method according to claim 5, further comprising: The peak value of the state of charge threshold is changed according to the position of the vehicle along the vehicle's route.

7. A system for commanding operating parameters of a battery system in a hybrid mining dump truck, the system comprising: A battery system, the battery system including a state of charge sensor, the state of charge sensor being configured to measure and transmit a first signal indicating the state of charge of the battery system; and The controller is configured to: Select the peak value of the state of charge threshold of the battery system; Select the target valley value of the state of charge of the battery system; Receive the first signal from the state of charge sensor; The following are used to identify at least one of the priority discharge rate and braking thermal charge limit: the peak value of the state of charge threshold of the battery system, the target valley value of the state of charge of the battery system, the first signal from the state of charge sensor, and the route discharge duration of the battery system; as well as Send a second signal commanding a change in the operation of the battery system, wherein the change in the operation of the battery system includes at least one of the following: an increase in the discharge rate of the battery system, a decrease in the discharge rate of the battery system, and the application of a braking thermal charging limit.

8. The system of claim 7, wherein the controller uses at least one of the following to select the peak state of charge threshold of the battery system: the peak state of charge of the battery system, the valley state of charge, and the route discharge duration.

9. The system of claim 8, wherein the controller uses at least one of the following to select the target valley of the state of charge of the battery system: the peak value of the state of charge of the battery system, the valley of the state of charge, and the route discharge duration.

10. The system of claim 8, wherein the controller is further configured to: The initial predetermined discharge rate is identified based on at least one of the following: the selected target trough of state of charge and the peak state of charge, the trough of state of charge, and the route discharge duration of the vehicle's battery system; and A third signal is sent to the battery system of the vehicle to command the application of the initial predetermined discharge rate.

11. The system of claim 7, wherein the controller uses predicted energy regeneration opportunities to estimate the amount of regenerative energy to be captured by the battery system during operation of the vehicle; and The peak value of the state of charge threshold is selected to maintain the remaining capacity of the battery system at a value equal to or greater than the estimated amount of regenerative energy to be captured.

12. The system of claim 11, wherein the controller is further configured to change the peak value of the state of charge threshold according to the position of the vehicle along the route of the vehicle.

13. A method for operating a battery system for a mining dump truck, the method comprising: The system receives a first set of signals using a first processor function, the first set of signals indicating at least one of the engine speed of the vehicle and the actual load of the engine of the vehicle. Send the second set of signals from the first processor function to the second processor function; The third set of signals is received from at least one of the engine sensors, the braking system, the battery system, and the gate resistor system using the third processor function; The fourth set of signals is sent from the third processor function to the second processor function; The fourth processor function is used to receive a fifth set of signals, which indicate at least one of the engine speed and the current engine speed requirement; The sixth group of signals is sent from the fourth processor function to the second processor function; as well as A seventh set of signals, which commands to change one or more parameters of the operation of the battery system, is sent from the second processor function to the battery system.

14. The method according to claim 13, further comprising: The eighth set of signals is sent from the fifth processor function to the second processor function. The eighth set of information indicates at least one of the following: the initial predetermined discharge rate of the battery system, the first increase in the discharge rate of the battery system, the first decrease in the discharge rate of the battery system, and the braking thermal energy charging limit.

15. The method according to claim 13, further comprising: In response to the third set of signals, perform at least one of the following: Increase engine charging for the battery system; Introducing the discharge rate into the battery system; as well as Increase the discharge rate of the battery system.

16. The method according to claim 13, further comprising: In response to the fourth set of signals, perform at least one of the following: Increase regeneration capture; and Reduce regeneration capture.

17. The method according to claim 13, further comprising: In response to the sixth group of signals, perform at least one of the following: Introducing the discharge rate of the battery system; Increase the discharge rate of the battery system; and Increase engine charging for the battery system.

18. The method of claim 17, further comprising at least one of the following: Identify negative engine speed error, wherein the sixth set of signals indicates the increase in the discharge rate of the battery system; and Identify positive engine speed error, wherein the sixth set of signals indicates the increase in engine charging of the battery system.

19. The method of claim 13, wherein sending the seventh set of signals to the battery system comprises: The seventh group of signals is sent directly from the second processor function to the battery management unit; And to send the ninth set of signals from the battery management unit to the battery system.

20. The method according to claim 13, further comprising: The second processor function is used to evaluate the second group of signals, the fourth group of signals, and the sixth group of signals; as well as In response to the evaluation of the second group of signals, the fourth group of signals, and the sixth group of signals, a battery command corresponding to the seventh group of signals is generated using the second processor function.

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