Energy storage and allocation for embedded control implementation in hybrid mining trucks

Abstract

The present invention provides a method and system for identifying, generating, and / or commanding the operating parameters of a battery system for a hybrid mining howl truck. [Solution] A method and system for identifying, generating, and / or commanding operating parameters of the battery system of a hybrid mining howl truck. The method and system herein may include sensors operably coupled to the vehicle's battery system and / or engine to acquire features relating to the vehicle's route and / or vehicle operation, the sensors being configured to transmit signals to one or more processor functions to evaluate and generate battery system operation requests or commands.

Description

Technical Field

[0001] The present disclosure relates to the control of energy storage and allocation in hybrid mining trucks. Specifically, the present disclosure relates to systems and methods for operating a battery system, such as controlling energy storage, allocation, and related current usage, for extending battery life and increasing energy efficiency during operation of a mining truck using a hybrid and / or battery-based powertrain system.

Background Art

[0002] Considerations for environment and efficiency have led to the electrification of vehicles across industries and applications. Electric and hybrid passenger and freight vehicles have become more common, but the electrification and / or hybridization of large equipment vehicles presents its own set of challenges. For example, large equipment vehicles such as mining trucks, cranes, bulldozers, etc. can require heavy workloads and / or have large-sized components, making the implementation of alternative powertrains more difficult. Further, the power and environmental requirements of such vehicles during operation complicate the efficient operational implementation of alternative powertrains.

Summary of the Invention

[0003] A first aspect of this disclosure discloses a method for operating a vehicle battery system. The method includes: a first processor function selecting a threshold peak state of charge value of the vehicle battery system; a first processor function selecting a target trough state of charge value of the vehicle battery system; a first processor function receiving a charge signal state from the state of a charge sensor of the vehicle battery system; a first processor function identifying at least one of a preferred discharge rate and a brake thermal energy charge limit using the threshold peak state of charge value, the target trough state of charge value, the charge signal state, and the root discharge period of the vehicle battery system; and a first processor function transmitting at least one of a first signal indicating an increase in discharge rate, a second signal indicating a decrease in discharge rate, and a third signal indicating the application of the brake thermal energy charge limit to at least one of a second processor function and a battery management unit to change metrics of operation of the battery system.

[0004] Another aspect of this disclosure discloses a system for commanding operating parameters of a battery system in a hybrid mining howl truck. The system comprises a battery system including the state of a charge sensor configured to measure and transmit a first signal indicating the charge state of the battery system and a controller. The controller is configured to select a threshold peak state of the battery system's charge value, select a target trough state of the battery system's charge value, receive the first signal from the charge sensor's state, use the threshold peak state of the battery system's charge value, the target trough state of the battery system's charge value, the first signal from the charge sensor's state, and the root discharge period of the battery system to identify at least one of a preferred discharge rate and a brake thermal energy charge limit, 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 the brake thermal energy charge limit.

[0005] In yet another aspect of this disclosure, a method for operating a battery system of a mining howl truck is disclosed. The method includes: a first processor function receiving a first set of signals indicating at least one of the vehicle's engine speed and the actual load of the vehicle's engine, and transmitting a second set of signals from the first processor function to the second processor function; a third processor function receiving a third set of signals from at least one of the engine sensor, brake system, battery system and grid resistance system, and transmitting a fourth set of signals from the third processor function to the second processor function; a fourth processor function receiving a fifth set of signals indicating at least one of the engine speed and the current engine speed demand, and transmitting a sixth set of signals from the fourth processor function to the second processor function; and transmitting a seventh set of signals from the second processor function to the battery system for commanding changes to one or more parameters in the operation of the battery system.

[0006] In various aspects of this disclosure, the steps of selecting a threshold peak state of charge and selecting a target trough state of charge may each include using at least one of the peak state of charge, trough state of charge, and root discharge period of the vehicle's battery system. The method may further include identifying a predetermined initial discharge rate, taking into account the selected target trough state of charge, as well as at least one of the peak state of charge, trough state of charge, and root discharge period of the vehicle's battery system. The method may further include, by a first processor function, transmitting a fourth signal indicating a predetermined initial discharge rate to at least one of a second processor function and a battery management unit, and applying the predetermined initial discharge rate to the vehicle's battery system.

[0007] In various aspects of this disclosure, the step of selecting a threshold peak state of charge value of a vehicle's battery system may include estimating the amount of regenerative energy to be captured by the battery system during vehicle operation using predicted energy regeneration opportunities, and the threshold peak state of charge value is selected to maintain the remaining capacity of the battery system at or above the estimated amount of regenerative energy to be captured. The method may further include changing the threshold peak state of charge value according to the vehicle's position along the vehicle's route.

[0008] In various aspects of this disclosure, the controller may select a threshold peak state of the battery system's charge value using at least one of the battery system's charge state peak value, charge state trough value, and root discharge period. The controller may select a target trough state of the battery system's charge value using at least one of the battery system's charge state peak value, charge state trough value, and root discharge period. The controller may further be configured to identify a predetermined initial discharge rate, taking into account the selected target state of the charge trough, as well as at least one of the vehicle's battery system's charge state peak value, charge state trough value, and root discharge period, and to transmit a third signal to the vehicle's battery system instructing the application of the predetermined initial discharge rate.

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

[0010] In various aspects of the present disclosure, the method may further include transmitting an eighth set of signals from a fifth processor function to a second processor function, the eighth set of signals indicating at least one of a predetermined initial 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 brake thermal energy charge limit.

[0011] In various aspects of the present disclosure, the method may further include increasing the engine charge of the battery system in response to a third set of signals, introducing a discharge rate to the battery system, and increasing the discharge rate of the battery system.

[0012] In various aspects of the present disclosure, the method may further include increasing regenerative capture and decreasing regenerative capture in response to a fourth set of signals.

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

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

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

[0016] Additional features and advantages of this disclosure will become apparent to those skilled in the art, given the following detailed description of the illustrative embodiments illustrating this disclosure that are currently recognized. [Brief explanation of the drawing]

[0017] For a detailed explanation of the drawings, please refer in particular to the attached drawings.

[0018] [Figure 1] This diagram shows a schematic representation of the powertrain, control system, and sensor mechanism of a hybrid mining truck. [Figure 2] This document describes a method for measuring the discharge rate and / or BTE charge limit for battery systems in mining trucks. [Figure 3] This is an example graph showing the engine efficiency based on electricity demand for mining trucks with hybrid powertrains and mining trucks with diesel internal combustion engine powertrains. [Figure 4] An example of a lookup table for measuring the optimal minimum instantaneous engine load for a given engine speed is shown. [Figure 5] Considering the current engine load and engine speed of a mining truck, an example of a method to improve final energy efficiency is presented, including recommendations for increasing engine charging or discharging of the battery system. [Figure 6] Here is an example of a method for measuring the increase in regeneration and capture. [Figure 7]An example of a method for measuring an introduced, or increased, or discharge current in response to an engine speed error is shown. [Figure 8] A method for measuring a battery command for charging or discharging a battery system of a mining truck is shown, considering one or more charging and / or discharging requests from one or more functions of the mining truck.

[0019] The drawings represent embodiments of various features and components according to the present disclosure, but the examples described herein illustrate one embodiment and such examples should not be construed as limiting the scope of the present disclosure in any way.

Mode for Carrying Out the Invention

[0020] The present disclosure relates to methods and systems for controlling a battery system, for example, for identifying, generating, and / or commanding operating parameters of a battery system of a hybrid mining haul truck. The methods and systems herein may include sensors operably coupled to the vehicle's battery system and / or engine to obtain features related to the vehicle's route and / or vehicle operation, and the sensors are configured to transmit signals to one or more processor functions for evaluating and generating battery system operation requests or commands.

[0021] The terms "coupled", "coupled to", "coupler", and variations thereof are used to include both arrangements where two or more components are in physical direct contact and arrangements where two or more components are not in direct contact with each other (e.g., components are "coupled" through at least a third component) but still cooperate or interact with each other.

[0022] In some cases, throughout this disclosure and in the claims, numerical terms such as 1st, 2nd, 3rd, 4th, etc., are used to refer to various components of a feature. Such use is not intended to indicate an order of components or features. Rather, numerical terms are used to help the reader identify the components or features being referenced, and should not be narrowly interpreted as providing a specific order of components or features.

[0023] Referring to Figure 1, mining howl trucks, such as the mining howl truck 100, are often used to move large loads from mining sites to dumps or unloading areas. Therefore, the routes used by mining howl trucks tend to have repeating and / or up-and-down gradient patterns. These route characteristics, combined with the vehicle's turning radius and power requirements, provide an efficient and safe alternative powertrain option in vehicles where hybrid and battery powertrains are implemented. For example, compared to other small vehicles, various objectives may exist in the control of energy storage and allocation in mining howl trucks. Furthermore, several individual functions of a hybrid mining howl truck powertrain may have competing properties with respect to energy management and control. Some of these individual functions may include, but are not limited to, engine anti-stall (e.g., anti-stall function 118), energy regeneration capture (e.g., regeneration capture function 122), increased engine load or fuel efficiency (e.g., engine BTE function 124), and more efficient route or charge state management (e.g., SOC-based route function 132).

[0024] The anti-stall function of the hybrid mining haul truck 118 may allow the internal combustion engine of the hybrid powertrain to independently manipulate the load tolerance curve for higher brake thermal efficiency ("BTE") and prevent engine stalling. When engine speed lags behind the command, the battery system of the hybrid powertrain provides load tolerance by rapidly discharging. In other words, the anti-stall function of the mining truck may request a rapid discharge of the battery system and avoid engine stalling. Therefore, the anti-stall function may prioritize energy propulsion over regenerative charging, engine charging, and / or battery propulsion.

[0025] The regeneration capture function 122 of the hybrid mining howl truck can facilitate the capture and storage of energy regenerated during regeneration events, such as braking and / or downhill movement. Regeneration capture may aim to ensure the capture of all, or at least as much, of the regenerated energy, and therefore may prioritize the regenerated charge of the battery system over engine charging, engine propulsion, and / or battery propulsion.

[0026] The engine load function (e.g., engine BTE function 124) of a hybrid mining howl truck can load the engine and improve BTE, in which case such load results in a net efficiency improvement and / or an increase in fuel efficiency. Such a function can take into account losses within the battery system and improve the overall net efficiency. Therefore, the engine load function may prioritize engine charging (i.e., engine charging) over regenerative charging, engine propulsion, and / or battery propulsion.

[0027] The route function of a hybrid mining howl truck (e.g., SOC-based route function 132) can facilitate improved charge state management by analyzing the vehicle's route and prioritizing the avoidance of charge state limitations. Therefore, the route function may prioritize engine and / or battery propulsion charging over regenerative charging and / or engine propulsion charging.

[0028] The diverse priorities of these functions can lead to differences in the amount of battery current requested, and further, conflicts regarding whether to charge or discharge the battery system. Therefore, coordinating such requests across functions and systems promotes improvements in the efficiency of energy storage and use, which in turn contributes to the health of the vehicle's powertrain and its components.

[0029] Although the disclosures herein refer almost specifically and / or exclusively to “mining haul trucks,” it should be understood that the disclosures herein may also apply to other heavy vehicles having similar systems. For example, the disclosures herein may also apply to dump trucks, bulldozers, cranes, excavators, bucket trucks, graders, backhoes, levelers, trenchers, road rollers, pull scrapers, and other heavy vehicles.

[0030] Continuing to refer to Figure 1, the hybrid mining haul truck 100 may be equipped with a powertrain 102 comprising an engine 104 and a battery system 106 to facilitate the operation of the truck 100. The engine 104 may be equipped with a speed sensor 110 for measuring the speed of the engine 104, as further described herein. The engine 104 may be equipped with other components necessary for operation, including sensors, controllers, etc.

[0031] As used herein, “battery system” means any collection of batteries, including battery packs, battery modules, battery cells, etc., for operating a battery or hybrid powertrain. Battery system 106 may include a SOC sensor 112 for measuring the state of charge (“SOC”) of battery system 106. As used herein, the SOC sensor 112 may comprise a plurality of sensors, each sensor configured to measure the SOC of an individual cell, pack, or other unit of one or more batteries, and the plurality of sensors transmit the measured SOCs to an internal or external controller, including but not limited to a controller 114, which will be discussed further herein, for calculating the SOC of battery system 106 as a whole. In other embodiments, as used herein, the SOC sensor 112 may be a single sensor that measures the SOC of battery system 106 as a whole, rather than individual components where applicable.

[0032] Track 100 may further comprise a control system, or controller 114, which may comprise multiple components for facilitating the reception, processing, and transmission of signals to and from various components of Track 100 in order to operate Track 100, as further described herein. The controller 114 may comprise a battery-management unit 116, an anti-stall function 118 which may comprise a deviation-integral-derivative ("PID") controller 120, a regeneration capture function 122, an engine brake thermal efficiency ("BTE") function 124, a SOC-based root function 132, and / or a regulating and SOC bias function 138.

[0033] Each of the anti-stall function 118, regeneration capture function 122, engine BTE function 124, SOC-based root function 132, and adjustment and SOC bias function 138 may be further described herein as a “processor function,” and the control system may include one or a combination of the first, second, third, fourth, and / or fifth processor functions, which may refer to any one or a combination of the anti-stall function 118, regeneration capture function 122, engine BTE function 124, SOC-based root function 132, and / or adjustment and SOC bias function 138, as further described herein.

[0034] For example, each of the first, second, third, fourth, and / or fifth processor functions may be the same or different function, or a combination of the same and / or different functions. Some embodiments may have four or fewer processor functions, while other embodiments may have six or more processor functions. In some embodiments, each processor function of the embodiment may be selected from the above list, or in other embodiments, one or more of the processor functions provided may be another processor function configured to perform logic and / or methods, which are not expressly listed but are further described herein.

[0035] Each processor function may be a function of controller 114, and for example, a processor function may be the result of an algorithm or other logic implemented by controller 114. Controller 114 may refer to a single controller and / or processor, or multiple controllers and / or processors, within a network of controllers and / or processors.

[0036] In some embodiments, the SOC-based route function 132 can establish a predetermined initial discharge rate for charging the battery system 106. For example, the SOC-based route function 132 may be configured to prioritize distributing stored energy from the battery system 106 at a generally uniform rate, taking into account dissipated heat to facilitate minimizing energy loss. In other words, resistive electrical loss and heating are proportional to the square of the current in the battery system 106. Therefore, even the discharge of the battery system 106 can be made to minimize energy loss.

[0037] A predetermined initial discharge rate can be calculated by the SOC-based root function 132 using the peak SOC value of the battery system 106, taking into account the root discharge period and / or the target trough SOC. The target trough SOC is generally equal to the desired minimum SOC of the battery system 106. For example, the target trough SOC may be greater than zero and / or greater than the minimum capacity value of the battery system 106. The predetermined initial discharge rate is proportional to the difference between the measured peak SOC and the target trough SOC during the root discharge period. In other words, the formula for identifying a predetermined initial discharge rate is given below:

number

[0038] The threshold peak SOC value may be less than the capacity value of the battery system 106 to facilitate the capture of regenerated energy during vehicle operation. For example, the SOC-based route function 132 may select a threshold peak SOC value that maintains sufficient SOC capacity by the battery system 106 when starting at the highest altitude of the vehicle route and captures all of the energy regenerated during the downhill operation of the vehicle 100, and this threshold peak SOC value may be estimated considering the peak SOC value, trough SOC value, and route discharge period.

[0039] The SOC-based route function 132 can identify the estimated required SOC value of the battery system 106 to complete a vehicle route. The estimated required SOC value may be the SOC of the battery system 106 estimated to be required to complete one cycle of the vehicle route (for example, starting and ending at an uphill section of the route, or starting and ending at a downhill section of the route). For example, when the trough SOC value is identified by the SOC metric processor 126, the SOC-based route function 132 may compare the trough SOC value to the capacity of the battery system 106 and / or the position of the vehicle 100. The identified estimated required SOC value sets a baseline for the SOC-based route function 132 when selecting a threshold peak SOC value, and this baseline is equal to or greater than the identified estimated required SOC value.

[0040] In some embodiments, the SOC-based route function 132 may identify an estimated regeneration value, which is the amount of energy regenerated during vehicle operation along one or more parts of a vehicle route. The SOC-based route function 132 may select a threshold peak SOC value such that the remaining capacity of the battery system 106 above the threshold peak SOC value is approximately equal to the estimated regeneration value, and / or the sum of the estimated regeneration value and the threshold peak SOC value is equal to or greater than the estimated required SOC value described above.

[0041] The SOC-based route function 132 may generate discharge rate values ​​and BTE charge limit values ​​configured to maintain the battery system 106's SOC at or below a threshold peak SOC value. For example, in some embodiments, the SOC-based route function 132 may identify a pair of BTE charge limit values ​​and discharge rate values, which, when used together, maintain the battery system 106's SOC at or below a threshold peak SOC value, or in other words, below the battery system 106's maximum SOC capacity, thereby facilitating the maximum or near-maximum capture of renewable energy as the vehicle 100 travels along the route.

[0042] The BTE charge limit imposes a maximum limit on the amount of thermal energy, allowing the engine 104 to charge the battery system 106. By blocking the thermal energy supplied directly from the engine 104 to the battery system 106, the State of Charge (SOC) of the battery system 106 is maintained at or below the threshold peak SOC value, ensuring that the battery system 106 has sufficient capacity to facilitate the maximum or near-maximum capture of the aforementioned renewable energy, thereby increasing the energy efficiency of the vehicle 100 compared to utilizing the BTE charge of the battery system 106.

[0043] In addition to capping and / or reducing engine charging by imposing a BTE charge limit, or instead, the SOC-based routing function 132 can facilitate the identification of the discharge rate value, the SOC of the battery system 106, at or below the threshold peak SOC value. For example, when the peak SOC value approaches the threshold peak SOC value, and / or, in some embodiments, when the SOC value received from the SOC sensor 112 of the battery system 106 approaches the threshold peak SOC value, the SOC-based routing function 132 can request an increase in the discharge rate of the battery system 106, and maintain the SOC of the battery system 106 at or below the threshold peak SOC value.

[0044] The SOC-based route function 132 may update the threshold peak SOC value according to the altitude and / or direction of the vehicle 100's movement. For example, as the vehicle 100 moves downhill along the route, the regenerated capture potential increases, so the threshold peak SOC value may be higher when the vehicle 100 is moving uphill at a lower altitude along the route compared to when the vehicle 100 is moving downhill at a higher altitude along the route and has a lower threshold peak SOC value. In other words, the SOC-based route function 132 may increase or decrease the threshold peak SOC value according to the vehicle 100's position along the route.

[0045] In some embodiments, the SOC-based root function 132 can facilitate the maximization of the average battery voltage and minimize electrical loss. For example, as described above, resistive electrical loss and heating are proportional to the square of the current, which shows that a decrease in current reduces loss. Power is the product of voltage and current. Therefore, as the voltage increases, the power required to produce the same amount of power decreases.

[0046] The voltage is proportional to the State of Charge (SOC) of the battery system 106. In other words, the higher the average SOC value of the battery system 106, the higher the voltage. As the average peak SOC of the battery system 106 increases, the average voltage of the battery system 106 remains high, the current required for equal power decreases, and power loss decreases. Therefore, the SOC-based route function 132 may select a maximum threshold peak SOC value that takes the estimated regeneration value described above into account. That is, the SOC-based route function 132 may select a maximum threshold peak SOC value that is equal to or approximately equal to the estimated regeneration value and equal to or approximately equal to the value that maintains the free capacity of the battery system 106. In some embodiments, the SOC-based route function 132 may prioritize the maximum average battery voltage. In other embodiments, the SOC-based route function 132 may prioritize the capture of regenerative energy. Preferably, the SOC-based route function 132 evaluates both metrics when generating the threshold peak SOC value.

[0047] To maximize the average battery voltage, i.e., SOC, and minimize power loss, the SOC-based routing function 132 may increase the BTE charge limit, increase engine charge, and / or request a decrease in the discharge rate of the battery system 106 to maintain the SOC of the battery system 106 at or near the threshold peak SOC value. For example, in some embodiments, when the SOC of the battery system 106 falls below a certain value and / or when the peak SOC value does not meet the threshold peak SOC value, the SOC-based routing function 132 increases the BTE charge limit to allow for more engine charge and bring the SOC closer to the threshold peak SOC value.

[0048] In other embodiments, when the SOC of the battery system 106 falls below a certain value and / or the peak SOC value does not meet a threshold peak SOC value, the SOC-based route function 132 may request a reduction in the discharge rate of the battery system 106, thereby promoting the battery system 106 to maintain a higher average SOC during discharge. In yet another embodiment, when the SOC of the battery system 106 falls below a certain value and / or the peak SOC value does not meet a threshold peak SOC value, the SOC-based route function 132 may increase the BTE charge limit and request a reduction in the discharge rate, thereby increasing engine charge while maintaining a higher SOC of the battery system 106 during discharge.

[0049] The SOC-based root function 132 may transmit 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 may be transmitted to and used by the adjustment and charge state bias function 138, which is further described herein. In some embodiments, the selected BTE charge limit and / or discharge rate may be transmitted to memory, stored in a storage device, which may be provided in the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0050] With reference to Figure 1, and now to Figure 2, a method 200 for identifying battery system parameters, taking into account the characteristics of the vehicle route, is shown. For example, in some embodiments, in box 204, the SOC-based route function 132 may select a target trough SOC that is generally equal to a desired minimum SOC of the battery system 106. In box 206, the SOC-based route function 132 may calculate a predetermined initial discharge rate, taking into account the peak SOC value, the trough SOC value, and the route discharge period.

[0051] In box 208, the SOC-based route function 132 may send a request to the control system 114 and / or the processor or function of the vehicle 100 to apply a predetermined initial discharge rate to the battery system 106. In some embodiments, the SOC-based route function 132 may request the battery system 106 to apply a predetermined initial discharge rate as the initial discharge rate of the battery system 106, which is modified as further described herein.

[0052] For example, in box 210, the SOC-based route function 132 may select a threshold peak SOC value below the capacity value of the battery system 106 to facilitate the capture of renewable energy.

[0053] In some embodiments, the SOC-based routing function 132 can maintain the average SOC value of the battery system 106 near its peak or near the threshold-peak SOC, thereby reducing the current as described above and further described herein. For example, the SOC-based routing function 132 may receive the SOC of the battery system 106 from the SOC sensor 112 of the battery system 106 in box 212.

[0054] In box 214, the SOC-based routing function 132 can identify a preferred discharge rate and / or BTE charge limit, thereby maintaining the SOC value of the battery system 106 below a threshold peak SOC value. For example, using information from box 212, the SOC-based routing function 132 can identify a threshold peak SOC value in box 210 and / or a preferred discharge rate and / or BTE charge limit in box 214, thereby maintaining the SOC of the battery system 106 as close as possible to, or nearly equal to, the threshold peak SOC value. In other words, the SOC-based routing function 132 can evaluate the information received in box 212 in box 214 and identify a preferred discharge rate and / or BTE charge limit that maintains the SOC of the battery system 106 as close as possible to the threshold peak SOC value. In some embodiments, the preferred discharge rate may represent an increase or decrease in current discharge rate, e.g., a predetermined initial discharge rate.

[0055] The SOC-based routing function 132 may send requests to the control system 114 and / or the processor or function of the vehicle 100 to change the characteristics of the vehicle 100's operation in box 216. For example, the SOC-based routing 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 BTE charge limits on the battery system 114 and / or the engine 104. In some embodiments, the SOC-based routing function 132 may send such requests to the adjustment and SOC bias function 138. In other embodiments, the SOC-based routing function 132 may send such requests to the control system 114 and / or the battery management unit 116 or another processor or function of the vehicle 100.

[0056] The events shown in boxes 204, 206, 208, 210, 212, 214, and / or 216 of Figure 2 may occur simultaneously, nearly simultaneously, and / or in any various alternative order compared to the other boxes shown in Figure 2 and / or Method 200, especially if such events can occur consistently during the operation of the vehicle 100.

[0057] Referring again to Figure 1, the engine BTE function 124 is configured to determine whether the battery system 106 should be charged by engine charging or discharging in order to promote final energy efficiency, taking into account the current engine load and current engine speed during the operation of the truck 100. For example, the engine BTE function 124 may determine the optimal amount of power to be supplied to the battery system 106 by engine charging, taking into account the current engine load and current engine speed during the operation of the truck 100, or it may request battery discharge to maintain a high BTE average during periods of high engine load.

[0058] Referring to Figure 3, engine efficiency can be measured and plotted by dividing the measured amount of power delivered from the engine by the amount of fuel burned, and deriving the measured amount of power in diesel-only mode and hybrid mode at a given engine speed. Hybrid engine efficiency at a given engine speed is calculated using the fuel mode (i.e., "N"). ディーゼル ) and hybrid mode (i.e., "N ハイブリッド This can be measured by plotting the engine efficiency at a given speed against the power demand at the engine in both cases. Graph 300 is intended to be illustrative in nature, and it should be understood that the calculation of engine efficiency, and thus plotting against power demand, may vary depending on the vehicle, engine, environmental factors, fuel used, etc. The optimal engine load at the given speed is N ディーゼル and N ハイブリッド This can be measured by identifying the point where they intersect, i.e., point 302.

[0059] Referring here to Figure 4, a lookup table 400 may be provided that plots the optimal instantaneous engine load (i.e., measurements taken considering Figure 3) for the corresponding speed. Using such a lookup table, as will be discussed further below, the optimized charge-discharge function of the battery system 106 can be identified under the assumptions of the round-trip efficiency of the fixed energy storage, infinite battery capacity, and that point 302 identified in Figure 3 is the break-even point. As with graph 300, the lookup table 400 is intended to be illustrative in nature, and it should be understood that the values ​​presented herein may vary depending on the vehicle, engine, environmental factors, fuel used, etc.

[0060] A lookup table corresponding to vehicle 100 may be generated as described in relation to graph 300 and lookup table 400, and may be stored in memory provided in another data storage mechanism or system accessible by the control system 114, a cloud-based memory service, or the engine BTE function 124. The lookup table may be pre-generated and / or may be generated and updated during operation according to the engine efficiency of vehicle 100. The lookup table may include the round-trip efficiency of the fixed energy storage (i.e., 70%, 80%, 85%, 90%, 92%, 94%, 96%, 98%, or a smaller or larger percentage predetermined at the time of generating the lookup table), the infinite battery capacity considered during evaluation by the SOC-based route function 132 described above, and N ディーゼル and N ハイブリッド This is generated and may be used herein under the assumption that the lowest power value at which the lines (i.e., point 302 in Figure 3) intersect is considered the break-even point.

[0061] Referring to Figure 5, the engine BTE function 124 may measure whether it is beneficial to increase the engine charge or discharge of the battery system 106 according to method 500. For example, the engine BTE function 124 may receive the measured engine speed from the engine speed sensor 110 of the engine 104, as shown in box 502. The engine BTE function 124 may then compare the measured engine speed with a lookup table and box 504 to identify the corresponding optimal minimum instantaneous engine load.

[0062] The engine BTE function 124 may also receive the actual load of engine 104 from one or more sensors communicably connected to the engine 104, another vehicle subsystem, and / or one or more processors of the control system 114 and / or vehicle 100 in box 506. Although method 500 shows box 506 coming after box 504, the step of receiving the actual load of engine 104 may also occur in box 502 and / or before 504 and / or simultaneously with them. The engine BTE function 124 may then compare the actual load of engine 104 in box 508 to the optimal minimum instantaneous engine load obtained from the engine speed and corresponding lookup table, and measure in box 410 whether or not an engine speed error exists.

[0063] The difference between the optimal minimum instantaneous engine load obtained from the lookup table and the actual load of engine 104 can be used to measure whether the engine BTE function 124 requests engine charging or discharge of the battery system 106. For example, if the optimal minimum instantaneous engine load is greater than the actual load of engine 104, the engine BTE function 124 may request an increase in engine charging of the battery system 106, and in box 512, the actual load of engine 104 may be increased to the optimal minimum instantaneous engine load. However, if the optimal minimum instantaneous engine load is less than the actual load of engine 104, the engine BTE function 124 may request a discharge of the battery system 106 (i.e., an increase in the use of the battery system 106 to operate vehicle 100 in hybrid mode), and in box 514, the actual load of engine 104 may be reduced toward the optimal minimum instantaneous engine load. When the optimal minimum instantaneous engine load matches the actual load of engine 104, the engine BTE function 124 can continue monitoring by method 500.

[0064] Requests generated by the engine BTE function 124 may be referred to herein as “BTE periods.” The engine BTE function 124 may transmit BTE periods to the adjustment and SOC bias function 138, as shown in Figure 1 and as further described herein. In some embodiments, BTE periods may be transmitted to memory, stored in a storage device, which may be provided in the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0065] Referring again to Figure 1, the regeneration capture function 122 is generated to generate a request for regeneration capture (i.e., “regeneration period”) and may facilitate the maximum capture of regenerated energy, taking into account vehicle and system limitations. For example, referring further to method 600 in Figure 6, the regeneration capture function 122 may receive regeneration status indicators from one or more sensors in the engine 104, the brake system of the vehicle 100, the battery system 106, the grid resistance system of the vehicle 100, and / or other vehicle subsystems and / or processors in box 602.

[0066] If the regeneration system of vehicle 100 is active in box 604 and, due to system limitations, additional regeneration power can be captured in box 606, the regeneration capture function 122 may request an increase in regeneration in box 608 to draw power from the grid resistance system of vehicle 100. If the regeneration system of vehicle 100 is not active in box 604 and / or, due to system limitations in box 606, any additional regeneration power cannot be captured, the regeneration capture function 122 may continue monitoring by method 600.

[0067] In some embodiments, if the regeneration system is active but system limitations prevent it from capturing further regeneration power, the regeneration capture function 122 may send a request to box 610 to reduce regeneration.

[0068] In some embodiments, if the regeneration capture function 122 is unable to obtain grid current or power measurements, the regeneration capture function 122 may receive the actual load of the engine 104 from one or more sensors that are communicably connected to the control system 114 and / or the vehicle 100, the engine 104, another vehicle subsystem, and / or one or more processors, and may use the actual load of the engine 104 as a feedback mechanism when the charging power exceeds the regeneration power.

[0069] The replay capture function 122 may transmit the replay period to the adjustment and SOC bias function 138, as further described herein. In some embodiments, the replay period may be transmitted to memory, stored in a storage device, which may be provided in the control system 114, a cloud-based storage service, or another data storage mechanism or system.

[0070] Referring again to Figure 1, the anti-stall function 118 is configured to mitigate and / or prevent stalling of the engine 104, which may result from the additional load on the engine 104 imposed by the charging of the battery system 106. For example, referring further to method 700 shown in Figure 7, the anti-stall function 118 may receive a signal from the engine 104 speed sensor 110, which indicates the speed of the engine 104 in box 702. The anti-stall function 118 may also receive an indicator of the current engine speed demand from another processor in the vehicle 100 and / or control system 114 in box 704.

[0071] In box 706, the current engine speed demand is compared with the current engine speed to determine whether an engine speed error exists. In box 708, if a negative engine speed error is detected, i.e., the current engine speed is below the current engine speed demand, the anti-stall function 118 generates and sends a request in box 710 to introduce and / or increase discharge current to the battery system 106, thereby reducing the actual load on the engine 104 and promoting an increase in engine speed. If a positive engine speed error is detected, or if no engine speed error is detected, the anti-stall function 118 may continue monitoring by method 700. In some embodiments, the anti-stall function 118 may include a PID controller 120 for comparing the current engine speed demand with the current engine speed.

[0072] The anti-stall function 118 may send discharge requests to the adjustment and SOC bias function 138, as further described herein. In some embodiments, discharge requests may be sent to memory, stored in a memory, which may be provided in the control system 114, a cloud-based memory service, or another data storage mechanism or system.

[0073] The adjustment and SOC bias function 138 may receive one or more of the selected BTE charge limits and / or discharge rates from the SOC-based route function 132, the BTE period transmitted by the engine BTE function 124, the regeneration period transmitted by the regeneration capture function 122, and / or the discharge request transmitted by the anti-stall function 118. The adjustment and SOC bias function 138 may, taking into account the received signals, generate battery commands such as discharge current commands and transmit the battery commands to the control system 114 and / or the vehicle 100, the battery management unit 116, the battery system 106, or another processor or controller.

[0074] Referring here to Figure 8, a method 800 for commanding a battery discharge rate or other battery system commands in the vehicle 100 is shown. For example, in some embodiments, an SOC-based routing function 132 in box 802 may receive a signal from the SOC sensor 112 of the battery system 106 and transmit the signal to a regulating and SOC biasing function 138, or another processor or function in box 804, and as discussed further above in relation to Figure 2, which indicates a predetermined initial discharge rate, discharge rate increase, discharge rate decrease, and / or BTE charge limit.

[0075] In box 806, the engine BTE function 124 is configured in box 808 to measure the actual load of the engine 104 and / or transmit the actual load of the engine 104 and receive signals from the engine 104 speed sensor 110, and / or at least one of one or more sensors, vehicle subsystems, and / or processors, which are configured to transmit signals to the adjustment and SOC bias function 138, or to another processor or function that indicates an increase in engine charge of the battery system 104 or a discharge of the battery system 106, i.e., a "BTE period", as discussed further above in relation to Figures 3-5.

[0076] In box 810, the regeneration capture function 122 may receive signals from at least one of the following: sensors of the engine 104, the vehicle 100's brake system, the battery system 106, the vehicle 100's grid resistance system, and / or other vehicle subsystems and / or processors. In box 812, the regeneration capture function 122 may, in accordance with its evaluation of the signals received in box 810 and as further discussed above in relation to Figure 6, transmit the signals to the adjustment and SOC bias function 138, or to another processor or function that indicates regeneration capture, i.e., an increase or decrease in the “regeneration period”.

[0077] The anti-stall function 118 may receive signals in box 814 from at least one of the engine 104 speed sensor 110 and / or another processor of the vehicle and / or control system 114 indicating the current engine speed demand. In box 816, the anti-stall function 118 may transmit signals to the adjustment and SOC bias function 138, or to another processor or function indicating the introduction and / or increase of discharge current to the battery system 106. The anti-stall function 118 and its method are discussed further above in relation to Figure 7.

[0078] In box 818, the adjustment and SOC bias function 138 and / or another processor or function of the control system 114 and / or vehicle 100 may evaluate signals from at least one of the SOC-based route function 132, engine BTE function 124, regeneration capture function 122, and anti-stall function 118 to generate battery commands. In box 820, the adjustment and SOC bias function 138 may transmit battery commands to the battery management unit 114 and / or vehicle 100, the battery system 106, or another processor or controller.

[0079] In some embodiments, boxes 818 and 820 may contain alternative processors or functions for the control system 114 and / or vehicle 100 instead of adjustment and SOC bias functions. In other words, method 800 does not require the use of adjustment and SOC bias functions and results in an operational or functional change to the operation of the battery system 106. Furthermore, method 800 may contain only one of the SOC-based root function 132, engine BTE function 124, regeneration capture function 122, and / or anti-stall function 118 to the extent that such operational or functional changes are implemented in the operation of the battery system 106.

[0080] In some embodiments, the battery management unit 116 and / or the battery system 106 may receive and evaluate signals from one or more of the SOC-based route function 132, the engine BTE function 124, the regeneration capture function 122, and / or the anti-stall function 118 to implement operational or functional changes in the operation of the battery system 106. In other embodiments, other operational and / or functional changes may be implemented in the engine 104 and / or other vehicle subsystems or functions, for example, taking into account the logic and function requests and priorities described herein.

[0081] The systems and methods described herein can identify opportunities for energy storage or energy discharge in and from the battery system 106 by utilizing the repeated route of the vehicle 100 as it moves along the route, taking into account metrics related to the route and position of the vehicle 100 along the route. For example, when the vehicle 100 is moving downhill, energy regeneration and storage may be more efficient than when the vehicle 100 is moving uphill. From this perspective, it may be preferable that the available battery capacity is larger at the top of the hill (i.e., when the vehicle 100 is moving downhill or is ready to move downhill), so that more regenerative energy can be stored and used later. Similarly, taking into account speed and route range, it may be preferable that the available battery capacity is smaller at the bottom of the hill (i.e., when the vehicle 100 is moving uphill or is ready to move uphill) to reduce the possibility of depleting the energy stored in the battery before reaching the top of the hill.

[0082] As described above, power loss due to thermal energy loss can be mitigated by keeping the voltage or average SOC of the battery system 106 as high as possible, taking into account energy regeneration and storage, and other considerations regarding the power required to complete the route. Power loss can be mitigated by keeping the current in the battery system 106 as low as possible, for example, by keeping the charging and discharging of the battery system 106 as uniform as possible throughout the movement of the vehicle 100 along the route. As described above, increasing battery efficiency can be facilitated by finding the true fundamental frequency of the SOC cycle of the battery system 106 that reflects the route cycle.

[0083] While systems and methods have been described here by reference in various specific embodiments, many modifications can be made within the conceptual framework and scope of the described concepts. Therefore, it should be understood that the present invention is not limited to the described embodiments but encompasses the entire scope defined by the following claims.

[0084] For the purpose of facilitating an understanding of the principles of this disclosure, the embodiments described herein and illustrated in the drawings are referenced below. The embodiments disclosed herein are not intended to be exhaustive or to limit the invention to the exact form disclosed. Rather, the embodiments are selected and described so that those skilled in the art can utilize their teachings. Accordingly, no limitation of the claimed scope of the invention is intended by them. The invention includes any changes and further modifications of the illustrated devices and described methods as commonly conceived by those skilled in the art to whom the invention relates, as well as further applications of the principles of the invention.

Claims

1. A method for operating a vehicle's battery system, wherein the method is The first processor function selects the threshold peak state of the charge value of the vehicle's battery system, The first processor function selects a target trough state for the charge value of the vehicle's battery system, The first processor function receives the state of the charging signal from the state of the charging sensor of the vehicle's battery system, Using the threshold peak state of the charge value, the target trough state of the charge value, the state of the charge signal, and the root discharge period of the battery system of the vehicle, the first processor function identifies at least one of a preferred discharge rate and a brake thermal energy charge limit. A method comprising transmitting at least one of a first signal indicating an increase in discharge rate, a second signal indicating a decrease in discharge rate, and a third signal indicating the application of a brake thermal energy charge limit to at least one of a second processor function and a battery management unit, thereby changing the metrics of operation of the battery system.

2. The method according to claim 1, wherein the step of selecting a threshold peak state of charge value and the step of selecting a target trough state of charge value each include using at least one of the peak state of charge value, the trough state of charge value, and the root discharge period of the battery system of the vehicle.

3. The method according to claim 2, further comprising identifying a predetermined initial discharge rate, taking into consideration the selected target trough state of charge, and at least one of the peak state of the charge value, the trough state of the charge value, and the root discharge period of the battery system of the vehicle.

4. The method according to claim 3, further comprising transmitting a fourth signal indicating a predetermined initial discharge rate to at least one of the second processor function and the battery management unit using the first processor function, and applying the predetermined initial discharge rate to the battery system of the vehicle.

5. The method according to claim 1, wherein the step of selecting a threshold peak state of the charge value of the battery system of the vehicle includes estimating the amount of regenerative energy to be captured by the battery system during operation of the vehicle, using predicted energy regeneration opportunities, and the threshold peak state of the charge value is selected to maintain the remaining capacity of the battery system at or above the estimated amount of regenerative energy to be captured.

6. The method according to claim 5, further comprising changing the threshold peak state of the charge value according to the position of the vehicle along the route of the vehicle.

7. A system for commanding the operating parameters of the battery system of a hybrid mining howl truck, wherein the system is A battery system including the state of a charge sensor configured to measure and transmit a first signal indicating the charge state of the battery system, Select the threshold peak state of the charge value of the battery system, Select the target trough state of the charge value of the battery system, The first signal is received from the state of the charging sensor. Using the threshold peak state of the charge value of the battery system, the target trough state of the charge value of the battery system, the first signal from the state of the charge sensor, and the root discharge period of the battery system, at least one of a preferred discharge rate and a brake thermal energy charge limit is identified. A system comprising a controller configured to transmit a second signal for 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 increasing the discharge rate of the battery system, decreasing the discharge rate of the battery system, and applying a brake thermal energy charge limit.

8. The system according to claim 7, wherein the controller selects a threshold peak state of the charge value of the battery system using at least one of the charge state peak value, charge state trough value, and root discharge period of the battery system.

9. The system according to claim 8, wherein the controller selects a target trough state of the charge value of the battery system using at least one of the charge state peak value, charge state trough value, and root discharge period of the battery system.

10. The aforementioned controller, A predetermined initial discharge rate is identified by considering the target state of the selected charge trough, and at least one of the charge state peak value, charge state trough value, and root discharge period of the vehicle's battery system. The system according to claim 8, further configured to transmit a third signal commanding the application of the predetermined initial discharge rate to the battery system of the vehicle.

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

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

13. A method for operating a battery system for a mining howl truck, the method being The first processor function receives a first set of signals indicating at least one of the speed of the vehicle's engine and the actual load of the vehicle's engine, The second set of signals is transmitted from the first processor function to the second processor function, The third processor function receives a third set of signals from at least one of the engine sensor, brake system, battery system, and grid resistance system. The fourth set of signals is transmitted from the third processor function to the second processor function, A fourth processor function receives a fifth set of signals indicating at least one of the engine speed and the current engine speed demand, The sixth set of signals is transmitted from the fourth processor function to the second processor function, A method comprising transmitting a seventh set of signals from the second processor function to the battery system, which commands a change in one or more parameters in the operation of the battery system.

14. The method according to claim 13, further comprising transmitting an eighth set of signals from a fifth processor function to the second processor function, wherein the eighth set of signals indicates at least one of a predetermined initial 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 brake thermal energy charge limit.

15. In response to the third set of signals, To increase the engine charge of the aforementioned battery system, To introduce the discharge rate into the battery system, and The method according to claim 13, further comprising at least one of increasing the discharge rate of the battery system.

16. In response to the fourth set of signals, To increase regeneration capture, and The method according to claim 13, further comprising at least one of reducing regenerative capture.

17. In response to the sixth set of signals, To introduce the discharge rate of the aforementioned battery system, To increase the discharge rate of the battery system, and The method according to claim 13, further comprising at least one of increasing the engine charge of the battery system.

18. Identifying a negative engine speed error, wherein the sixth set of signals indicates the increase in the discharge rate of the battery system, and The method according to claim 17, further comprising identifying a positive engine speed error, wherein the sixth set of signals further includes at least one of identifying the increase in engine charge of the battery system.

19. The method according to claim 13, wherein transmitting the seventh set of signals to the battery system includes transmitting the seventh set of signals directly from the second processor function to the battery management unit, and transmitting the ninth set of signals from the battery management unit to the battery system.

20. The second processor function evaluates the signals of the second set, the signals of the fourth set, and the signals of the sixth set, and The method according to claim 13, further comprising the second processor function generating a battery command in response to an evaluation of the second set of signals, the fourth set of signals, and the sixth set of signals, wherein the battery command corresponds to the seventh set of signals.

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