Drivetrain for a haul truck that splits torque between two motors, system and method

Abstract

A drivetrain for a haul truck that includes multiple motors connected to a gearbox assembly. The gearbox assembly applies continuous torque output to a driveshaft. The multiple motors include a first motor (411) and a second motor (412). The gearbox assembly includes a first gearbox (421) and a second gearbox (432). The first motor (411) is connected to the first gearbox (421) via a first input shaft (424) and the second motor (412) is connected to the second gearbox (432) via a second input shaft (434).

Description

Drivetrain for a Haul Truck that Splits Torque Between Two Motors, System and MethodBACKGROUND

[0001] Open-pit mining involves transportation of ore and waste from a source at a first elevation to a destination at a second elevation. The transportation consumes vast amounts of energy. Mining haul trucks are typically used for transportation and the energy consumption of the truck varies with duty cycles. The haul truck uses a drivetrain that must meet various design parameters of a load-haul cycle. A drivetrain specified for efficiency of a fully loaded haul truck traveling up-grade may not be as efficient for an unloaded haul truck traveling down-grade.SUMMARY

[0002] This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

[0003] This disclosure presents, in accordance with one or more embodiments a method that includes providing a truck hybrid conversion system configured for coupling to a haul truck. The truck hybrid conversion system includes a drivetrain with multiple motors connected to a gearbox assembly. The gearbox assembly applies continuous torque output to a driveshaft. The multiple motors include a first motor, a second motor, and a third motor. The gearbox assembly includes a first gearbox and a second gearbox. The first motor is connected to apply first motor torque to the first gearbox via a first input shaft. The second motor is connected to apply second motor torque to the second gearbox via a second input shaft. The third motor is connected to apply third motor torque, in stacked arrangement, to the first motor. The drivetrain is couplable, using the driveshaft, to one or more wheels of the haul truck. The truck hybrid conversion system includes a battery coupled to the first motor, the second motor, and / or the third motor, a generator coupled to the battery, an engine coupled to the generator, and a braking system coupled to the one or more wheels. The braking system is configured to generate electricity to charge the battery. The method includescoupling the truck hybrid conversion system to the haul truck and operating the haul truck on a haul road between a first location and a second location using the truck hybrid conversion system.

[0004] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes a control system coupled to the drivetrain and a user device coupled to the control system. The method includes using the control system for obtaining a selection of user data and for controlling the drivetrain using the user data.

[0005] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes the haul road having a positive elevation change between the first location and the second location. The method includes propelling the haul truck up the positive elevation change using the truck hybrid conversion system.

[0006] This disclosure presents, in accordance with one or more embodiments a method, wherein the drivetrain is powered by the battery.

[0007] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes the haul road having a negative elevation change between the first location and the second location. The method further includes retarding the haul truck down the negative elevation change using the truck hybrid conversion system.

[0008] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes generating, using the truck hybrid conversion system, the electricity from retarding the haul truck and recharging the battery using the electricity.

[0009] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes the haul road having substantially level elevations and negative elevation changes between the first location and the second location. The truck hybrid conversion system further includes a descent control system including a descent control user device. The descent control system controls a retardation of the haul truck using the descent control system andthe drivetrain. The descent control system is configured to obtain, from a user and using a descent control user interface in the descent control user device, a user retard selection of retarding rate data for the haul truck. The method further includes obtaining, from the user and using the descent control user interface in the descent control user device, the user retard selection for the haul truck. The method further includes retarding, using the descent control system, the haul truck between the first location and the second location using the retarding rate data and the drivetrain.

[0010] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes the haul road having substantially level elevations and positive elevation changes between the first location and the second location. The truck hybrid conversion system further includes a speed control system including a speed control user device and an ascent control system including an ascent control user device. The speed control system controls a travel speed of the haul truck using the speed control system and the drivetrain. The ascent control system controls an ascending rate of the haul truck using the ascent control system and the drivetrain. The speed control system is configured to obtain, from a user and using a speed control user interface in the speed control user device, a user speed selection of travel rate data for the haul truck. The ascent control system is configured to obtain, from the user and using an ascent control user interface in the ascent control user device, a user ascent selection of ascent rate data for the haul truck. The method further includes obtaining, from the user and using the speed control user interface in the speed control user device, the user speed selection for the haul truck. The method further includes obtaining, from the user and using the ascent control user interface in the ascent control user device, the user ascent selection for the haul truck. The method further includes controlling the haul truck between the first location and the second location using the speed control system, the travel rate data, and the drivetrain. The method further includes controlling the haul truck between the first location and the second location using the ascent control system, the ascent rate data, and the drivetrain.

[0011] This disclosure presents, in accordance with one or more embodiments a method of using the truck hybrid conversion system that includes monitoring electric motor slip using a monitoring subsystem coupled to the control system. The methodfurther includes obtaining a command to generate motor slip data. The method further includes generating the motor slip data using the monitoring subsystem and the control system. The method further includes determining, using a processor, torque vector instructions. The method further includes transmitting, using a communication interface coupled to a wiring harness, the torque vector instructions to a variable frequency drive (VFD) using the communication interface. The VFD is coupled to the battery and / or the generator at a VFD input and to the drivetrain at a VFD output; wherein transmitting the torque vector instructions uses a controller area network message bus standard over the wiring harness coupled to the VFD. The processor is coupled to the communication interface, the monitoring subsystem, the control system, and the VFD. A memory is coupled to the processor. The memory includes instructions configured to perform the method. The method further includes controlling the haul truck using the drivetrain and the VFD.

[0012] This disclosure presents, in accordance with one or more embodiments a drivetrain for a haul truck that includes multiple motors connected to a gearbox assembly. The gearbox assembly applies continuous torque output to a driveshaft. The multiple motors include a first motor and a second motor. The gearbox assembly includes a first gearbox and a second gearbox. The first motor is connected to the first gearbox via a first input shaft and the second motor is connected to the second gearbox via a second input shaft.

[0013] This disclosure presents, in accordance with one or more embodiments a drivetrain, wherein the multiple motors further include a third motor in stacked arrangement with the first motor.

[0014] This disclosure presents, in accordance with one or more embodiments a drivetrain, wherein each of the multiple motors are AC synchronous motors.

[0015] This disclosure presents, in accordance with one or more embodiments a drivetrain with the first motor being a low torque, high power type motor and the second motor being a high torque, low power type motor.

[0016] This disclosure presents, in accordance with one or more embodiments a drivetrain, wherein each of the first gearbox and the second gearbox includes planetary gears.

[0017] This disclosure presents, in accordance with one or more embodiments a system that includes a truck hybrid conversion system configured for coupling to a haul truck. The truck hybrid conversion system includes a drivetrain with multiple motors connected to a gearbox assembly. The gearbox assembly applies continuous torque output to a driveshaft. The multiple motors include a first motor, a second motor, and a third motor. The gearbox assembly includes a first gearbox and a second gearbox. The first motor is connected to apply first motor torque to the first gearbox via a first input shaft. The second motor is connected to apply second motor torque to the second gearbox via a second input shaft. The third motor is connected to apply third motor torque, in stacked arrangement, to the first motor. The drivetrain is couplable, using the driveshaft, to one or more wheels of the haul truck. The truck hybrid conversion system includes a battery coupled to the first motor, the second motor, and / or the third motor. The truck hybrid conversion system includes a generator coupled to the battery. The truck hybrid conversion system includes an engine coupled to the generator. The truck hybrid conversion system includes a braking system coupled to the one or more wheels configured to generate electricity to charge the battery. The truck hybrid conversion system is configured to be coupled to the haul truck.

[0018] This disclosure presents, in accordance with one or more embodiments a system that includes a control system coupled to the drivetrain and a user device coupled to the control system. The control system is configured to obtain a selection of user data and is configured to control the drivetrain using the user data.

[0019] This disclosure presents, in accordance with one or more embodiments a system that includes the drivetrain being powered by the battery.

[0020] This disclosure presents, in accordance with one or more embodiments a system that includes a monitoring subsystem coupled to the control system. The monitoring subsystem is configured to monitor electric motor slip. The system includes a variable frequency drive (VFD) coupled to the battery and / or the generator at a VFD input and to the drivetrain at a VFD output. The system includes a wiring harness, configured for a controller area network message bus standard, coupled to the VFD. The system includes a processor coupled to a communication interface, the monitoring subsystem, the control system, and the VFD. The system includes a memory coupled to theprocessor. The memory includes instructions configured to perform a method that includes obtaining a command to generate motor slip data, generating the motor slip data using the monitoring subsystem and the control system, determining, using the processor, torque vector instructions, transmitting, using the communication interface coupled to the wiring harness, the torque vector instructions to the VFD using the communication interface, and controlling the haul truck using the drivetrain and the VFD.

[0021] Other aspects and advantages of the claimed subject matter will be apparent from the following description and the appended claims.BRIEF DESCRIPTION OF DRAWINGS

[0022] FIG. 1 shows a schematic diagram in accordance with one or more embodiments.

[0023] FIG. 2 shows a schematic diagram in accordance with one or more embodiments.

[0024] FIG. 3 shows a table in accordance with one or more embodiments.

[0025] FIG. 4 shows a system in accordance with one or more embodiments.

[0026] FIG. 5A, FIG. 5B, FIG. 5C, and FIG. 5D show hybrid haul truck architectures in accordance with one or more embodiments.

[0027] FIG. 6A, FIG. 6B, FIG. 6C, and FIG. 6D show schematics in accordance with one or more embodiments.

[0028] FIG. 7 shows a flowchart in accordance with one or more embodiments.

[0029] FIG. 8 is a block diagram of a computer system in accordance with one or more embodiments.DETAILED DESCRIPTION

[0030] Open-pit mining involves nine maj or steps between mineral exploration and ore shipment. One of the steps is the transportation of ore and waste between a source at a first elevation to a destination at a second elevation. The transport step consumes energy required by very heavy loads traveling long distances over various terrainelevations. For example, in a mine in the Pilbara, Australia, a heavy haul truck travels up-grade to surface from a depth of, for example, forty-five to sixty meters (one hundred fifty to two hundred feet). Kennecott, Bingham Canyon, Utah has a depth of twelve hundred meters (three thousand feet) to surface.

[0031] During a load-haul cycle the haul truck experiences various power demands consuming various amounts of energy over time. Duty cycle categories may include (1) heavy, fully loaded traveling up a steep up-grade requiring relatively high torque over time resulting in heavy energy consumption; (2) medium, fully loaded traveling up less-steep, low-grade or traveling unloaded (empty) up-grade; (3) low, unloaded or traveling down-grade; and (4) retardation, loaded traveling down-grade.

[0032] Mining haul trucks use various configurations of drivetrain to drive the wheels. For example, mining haul trucks may use a rear differential, the output of which is coupled to each of the rear wheels and the input of which is coupled to a transmission. The transmission is coupled to a diesel engine (e.g., a Caterpillar CAT 777). Haul trucks may use a rear differential coupled to an electric motor powered by one or more of an electricity generator (e.g., an alternator), which in turn is powered by a diesel engine. Haul trucks may use hub motors with one hub motor coupled to each of the rear wheels. Hub motors may also be powered by a generator, which in turn is powered by a diesel engine.

[0033] A set of limiting conditions of the intended duty cycle of a haul truck dictate that conventional drivetrains cannot maximize efficiency under all conditions. Within a set of various limiting conditions, during travel, for example is the condition of drivetrain maximum torque output. Maximum torque output must meet the requirements of duty cycle category (1) heavy, that of a fully loaded truck traveling up the steepest intended grade. A conventional drivetrain may be most efficient under that one of the set of limiting conditions. The same drivetrain may be far less efficient for duty cycle category (2) medium and for duty cycle category (3) low, and may not recover any efficiency under the duty cycle category (4) retardation. Embodiments disclosed herein provide an improved heavy haul truck drivetrain that improves efficiency, recovers energy under various duty cycles, and can be installed as a retrofit.

[0034] Embodiments disclosed describe a hybrid drivetrain, also referred to herein as an electric-drive (“e-drive”) system, utilizing electric power to assist propulsion of a battery electric Hybrid Haul Truck (HHT). The e-drive system may be configured in the form of a retrofittable system, e.g., a truck hybrid conversion system, for integration in haul trucks. The truck hybrid conversion system includes, for example, a conversion kit that has a hybrid, battery-electric, diesel system used for replacing a diesel engine. The HHT drivetrain, z.e., the e-drive system, splits torque between two motors and includes a battery electric storage device, e.g., one or more batteries. The e-drive system may apply output torque for an application such as to a truck differential or directly to a truck wheel or wheel set. The e-drive system may include electronic control for splitting the torque, z.e., for torque splitting. This disclosure also describes modes of operation for the HHT equipped with the e-drive system. HHTs equipped with the e-drive system may have improved efficiency in comparison with haul trucks that use traditional propulsion drivetrains.

[0035] HHTs equipped with an e-drive system differs from current methods used on electric-drive haul trucks (e.g., a Komatsu 830EE). Current methods may use the single alternating current (AC) wheel hub motors (AC synchronous hub motors) driving each rear wheel through a planetary gear and final drive. Each wheel may have its own wheelmotor. These AC wheel hubs are a derivative of locomotive traction motors. The large, single, AC synchronous motors need to have a torque band wide enough for the application, z.e., to drive the truck in all configurations, and are therefore relatively inefficient in any service other than maximum load. Electric-drive haul trucks typically have a traction alternator coupled with the hub motors and an AC control system. The control system provides independent control of the rear wheelmotors.

[0036] Embodiments disclosed within may improve efficiency of haul trucks. HHTs equipped with an e-drive system may improve efficiency of the haul truck in comparison with the hub motors found on current electric-drive haul trucks. For example, disclosed embodiments may recover large amounts of energy during regeneration, such as from regenerative braking or regenerative coasting, where an electric motor may convert kinetic energy of the moving truck into electric energy, thereby acting as a generator. For example, under the unloaded downhill condition,disclosed embodiments may capture energy while decelerating the truck sufficiently (z.e., providing a predetermined retardation within a set range).

[0037] Embodiments disclosed include an integrated mechanical and electrical e-drive system that may include a mechanical gearbox with inputs from multiple electric motors. In some embodiments the gearbox applies continuous torque output to the HHT application. The e-drive system may be continuously connected electrically to provide the continuous torque output. This continuous electrical connection may allow the e-drive system to capture the maximum available energy via regeneration (regen) at any given time.

[0038] The e-drive system may include a gearbox and the gearbox may be controlled using the control system. The control system may include a user interface for obtaining user data. The control uses a combination of torque vectoring and predictive analytics. In some embodiments, the control system and the user device coupled to the control system may include a computer system that is the same as or similar to that of computer system (e.g., a computer 802) described below in FIG. 8 and the accompanying description.

[0039] FIG. 1 shows a schematic diagram in accordance with one or more embodiments. FIG. 1 illustrates an open-pit mine site (e.g. , Mine M 100) that includes a pit (e.g., a Pit P 101) with a source (e.g., a Source S 102). The mine includes one or more destinations (e.g, a Destination D 103) such as the source, stockpiles, a plant, or a parking area. The source may include, for example, ore and waste. A haul truck (e.g, Truck T 110) may travel along a network of roads, paths, parking areas, or undeveloped areas. A haul road (e.g., Haul Road R 120) is disposed, for example, at the side of the pit and forms a ramp that the trucks use to ascend out of the pit and descend into the pit. The haul road connects destinations such as a starting point at a first location and an ending point at a second location. For example, the haul trucks may travel starting at a first location being the source and ending at a second location being the plant, the stockpiles, and the parking area.

[0040] Haul trucks may be operated by a driver who drives the truck and uses a control system coupled to the truck while driving the truck. A driver operating the truck may include the operator determining the torque output of the drivetrain, e.g., the engine,by applying input to an operator control such as an accelerator pedal. Driver input to the accelerator pedal may be sent to a control system. A driver may be a user (e.g., a User A 150) of the truck and may enter user data (e.g., User Data 105) through a user interface of a user device (e.g., a User Device M 106) within, nearby, or far from the truck.

[0041] The user data (e.g., User Data 105) may be transmitted to a control system of a driver automation system (e.g, a Driver Automation System X 114) to assist in driving the truck. The driver automation system may be integrated with the control system. The user device may accept user data such as various user selections (e.g., User Selections N 104). The driver-operated truck may also be operatively coupled to a mine-site automation system (e.g., a Mine-Site Automation System Y 124) that assists the driver in driving the truck. In that case user data may be entered by users through a user device coupled to the mine-site automation system. Haul trucks may be operated autonomously using mine-site automation systems coupled to the truck. User data may be entered by users of the mine-site automation system through a user device coupled to the mine-site automation system.

[0042] FIG. 2 shows a schematic diagram in accordance with one or more embodiments. FIG. 2 shows various duty cycles for the haul trucks (e.g., Duty Cycles 200).

[0043] A start-up condition, e.g., for loading, (e.g., a Loading 201) includes a haul truck idling while being loaded, e.g., transitioning from a substantially unloaded condition to a substantially loaded condition. Loading may occur, for example, within the pit of the mine.

[0044] A flat driving full-load condition (e.g., a Full-Load Flat 202) includes a haul truck traveling along a substantially zero-degree grade (e.g., ± 5 degrees) with a substantially full load (e.g., a load volume of 85-100% of the truck bed volume). In the Full-Load Flat condition, the haul truck may travel a haul road with substantially zero change in elevation, z.e., substantially level elevations.

[0045] An acceleration full-load up-grade condition (e.g., a Full-Load Uphill 203) includes a haul truck under substantially full acceleration traveling up-grade, up a relatively steep degree grade with a substantially full load. For example, the haultruck may ascend out of the pit along an up-grade with an elevation change ranging from 5 to 45 degrees. Acceleration may be from a prime mover such as a diesel engine as the haul truck makes its ascent. In the Full-Load Uphill condition, the haul truck may travel a haul road with a positive change in elevation, z.e., positive elevation changes.

[0046] A stopping condition, e.g., for unloading, (e.g., an Unloading 204) includes a haul truck idling while being unloaded, e.g., transitioning from a substantially loaded condition to a substantially unloaded condition. Unloading may occur at the stockpiles or at the plant of the mine.

[0047] A flat driving no-load condition (e.g. , a No-Load Flat 205) includes a haul truck traveling along a substantially zero-degree grade with substantially no load (e.g., ranging from 0 load to a load volume of 5% of the truck bed volume). In the No-Load Flat condition, the haul truck may travel a haul road with substantially zero change in elevation, i.e., substantially level elevations.

[0048] A deceleration no-load down-grade condition (e.g, an Unloaded Downhill 206) includes a haul truck under deceleration, e.g. , retardation, traveling down-grade, down a relatively steep degree grade with substantially no load. For example, the haul truck may descend into the pit along a down-grade with an elevation change ranging from -5 to -45 degrees. Deceleration (e.g, a negative acceleration) is generally performed by applying a negative torque (e.g., a torque opposite to torque applied to move the vehicle) applied to the wheels and may be from brakes such as friction brakes, engine braking, or other retarder devices such as electrodynamic retarding using the traction electric motors. Retarding may include forced air-cooling of braking resistors. In the Unloaded Downhill condition, the haul truck may travel a haul road with a negative change in elevation, i.e., negative elevation changes. A haul truck may experience a full-load down-grade condition in which case the haul truck is under deceleration, e.g., retardation, traveling down-grade, down a relatively steep degree grade with a full load.

[0049] FIG. 2 shows that the haul truck returns to the start-up condition (e.g., the Loading 201) following descent back into the pit.

[0050] FIG. 3 shows a table in accordance with one or more embodiments. FIG. 3 shows a table of example modes of operation (e.g., a modes table 300) for an electric power assist system of a Hybrid Haul Truck (an HHT) equipped with an e-drive system. The e-drive system is an HHT drivetrain with a power unit that splits torque between two or more motors and includes the battery electric storage device (e.g., the batteries) to be described further in FIG. 4 and FIGS. 5A - 5C. The e-drive system may apply output torque for an application such as to a truck differential or directly to a truck wheel or wheel set. The e-drive system torque thus propels the HHT to move, e.g., to drive the truck along a path such as a haul road. The e-drive system may include electronic control for torque splitting (e.g., electronic torque splitting) and may improve efficiency over mining haul trucks that use traditional propulsion drivetrains.

[0051] FIG. 3 shows the various torque splitting modes of operation. Under various HHT duty cycles, the electric power assist system provides various modes of operation. A power control system may manage the power to optimize performance. For example, with the HHT under a relatively heavy acceleration and a relatively low state of charge (SOC) (relative to the truck’s acceleration and SOC capabilities), then the electric power assist mode of operation is idle. With the HHT under relatively heavy acceleration and high SOC, then the electric power provides torque assist mode of operation. With the HHT under braking mode and relatively high SOC, then the electric power assist is idle. With the HHT under braking mode and relatively low SOC, then the electric power assist is in regenerative braking mode (regen mode). A haul truck may experience a no-load or full-load down-grade condition wherein the haul truck is under braking condition / decel eration, e.g., retardation, traveling downgrade. In that condition the electric power assist may be in regen mode. With the HHT under relatively light acceleration and high SOC, then the electric power drives the HHT, and the engine may be idle. With the HHT under coasting condition and the SOC low, then the electric power assist system is in an EM as generator (battery charging) mode of operation. The motor or motors run backwards and generate electric power which may be utilized to recharge the battery or batteries.

[0052] FIG. 4 shows a system in accordance with one or more embodiments. As shown in FIG. 4, an e-drive system includes an e-drive power unit (e.g., an e-drive PowerUnit X 400). The e-drive Power Unit X 400 includes First Motor F 411, Second Motor S 412, and a gearbox assembly (e.g., a Gearbox A 402) that receives a main input torque (e.g., a Main Input Torque T 404) applied to a main input shaft (e.g., a Main Input Shaft S 414). The input torque to the main input shaft may be provided by a prime mover such as a diesel engine or a traction motor. An electric traction motor, such as an AC synchronous motor, applying the Main Input Torque T 404 may be referred to as a main motor. The input torque may be transferred from a diesel engine or the main motor using a driveshaft. A driveshaft may couple the output torque of the diesel engine or of the main motor to the main input shaft of the gearbox assembly. The e-drive power unit may include electric traction motors coupled to the gearbox assembly. The electric traction motors may be coupled to the gearbox assembly at a first gearbox and a second gearbox.

[0053] In accordance with one or more embodiments, multiple electric motors such as one or more e-drive motors may be coupled to the gearbox assembly. The coupling of a first e-drive motor (e.g, a First Motor F 411) to the gearbox assembly is, for example, between a first output shaft at the first motor (a first motor output shaft) and a first input shaft of a first gearbox (a first gearbox, first gearbox input shaft). FIG. 4 shows a first gearbox (e.g, a First Gearbox A 421) with a first gearbox input shaft (e.g., a First Gearbox Input Shaft S 424) coupled to the first output shaft of the first motor (e.g., a First Motor Output Shaft T 426). In one or more embodiments, the first output shaft and the first input shaft may be an integral, continuous first shaft extending between the first motor and the first gearbox.

[0054] In accordance with one or more embodiments the e-drive system may have multiple motors connected to the gearbox assembly. The multiple motors of the e-drive system includes a second motor (e.g., a Second Motor S 412). The coupling of the second e-drive motor (e.g., the Second Motor S 412) to the gearbox assembly is, for example, between a second output shaft at the second motor (a second motor output shaft) and a second input shaft of a second gearbox (a second gearbox, second gearbox input shaft). FIG. 4 shows a second gearbox (e.g., a Second Gearbox B 432) with a second gearbox input shaft (e.g., a Second Gearbox Input Shaft W 434) coupled to the second output shaft of the second motor (e.g., a Second Motor Output Shaft V 436). In one or more embodiments, the second output shaft and the second input shaftmay be an integral, continuous second shaft extending between the second motor and the second gearbox. In like manner multiple motors may be connected to the gearbox assembly. The multiple motors may include a third motor. Multiple motors may include more than three motors.

[0055] FIG. 4 shows that the gearbox may comprise one or more planetary gear systems (e.g., a Planetary Gear System P 440) including sun gears (e.g., a Sun Gear S 442) e.g., and planet gears (e.g., a Planet Gear P 446) on carriers (e.g., a Carrier C 448), and optionally, ring gears (e.g., a Ring Gear R 444). Torque applied (e.g., Main Input Torque T 404) to an input shaft (e.g., the Main Input Shaft S 414) may transfer through the sun gear, through the carrier to the planetary gears, and / or through the ring gear and result in a torque out (e.g., a Gearbox Output Torque O 406) for the application. Likewise, output torque from First Motor F 411 and Second Motor S 412 may be applied through various planetary gear systems and add to or oppose the Main Input Torque T 404 to produce a predetermined output torque (e.g., the Gearbox Output Torque O 406) for the application. The control system may control the Main Input Torque T 404, the First Motor F 411, and the Second Motor S 412, to determine, to form, and to control the Gearbox Output Torque O 406 and thereby to provide a continuous torque output to the application such as a driveshaft to a differential or directly to a wheel or wheel set.

[0056] In accordance with one or more embodiments various clutches, switches, and sensors may be included in the e-drive gearbox (e.g., the Gearbox A 402). The control system may include a monitoring subsystem for obtaining sensor data from the various sensors. The control system may use the sensor data, the user data, and a computer processor to determine various operational parameters. The control system may provide the continuous torque output to the application using the various clutches, switches, and sensors.

[0057] Although the e-drive power unit is described and shown in FIG. 4 with one gearbox assembly and two motors, one of ordinary skill in the art will appreciate that the e-drive power unit may have any number of gearboxes and / or motors without departing from the scope of embodiments disclosed herein. In accordance with one or more embodiments an e-drive power unit may have a first motor, a second motor, and a third motor (the e-drive motors). More than three motors may be included. Theone or more e-drive motors provide a motor output torque (e.g., a first motor torque, a second motor torque, and a third motor torque) which is applied to the gearbox assembly to form a gearbox output torque (e.g., the Gearbox Output Torque O 406). The e-drive motor output torque is applied through the gearbox to a gearbox output shaft (e.g., a Gearbox Output Shaft P 416). The e-drive motors may operate in a forward or reverse rotation, e.g., the output of the e-drive motors may be bidirectional and may be applied to the gearbox in a clockwise direction or a counterclockwise direction. The e-drive system electronic control may control the direction, speed (revolutions per minute), torque, and other parameters of the e-drive motors.

[0058] In accordance with one or more embodiments, an e-drive system may include a first motor and a second motor that are different types, and a third motor that is the same type as one of the first or second motors. For example, the first motor may be a low torque, high power type motor, and the second motor may be a high torque, low power type motor.The third motor may be low torque high power type motor. The first and second motors may be arranged in parallel, where each of the first and second motors is connected to a different gearbox. The third motor may be in a stacked arrangement; the third motor may be stacked onto (arranged in series with) the first motor or onto the second motor.

[0059] The motors may be arranged such that their torque output is applied in a parallel or series configuration. The motor torque parallel configuration applies the individual output torques of each motor to the output of the gearbox. The motor torque series configuration applies the individual output torque of one motor to the shaft of another motor and then the torque is applied to the output of the gearbox. The series configuration is known in the art as a stacked motor configuration. Although the e-drive motors are described and shown in a parallel configuration, one of ordinary skill in the art will appreciate that the motors may be applied in a motor torque parallel configuration, a motor torque stacked configuration, or a combination of parallel and stacked. For example, e-drive motors (e.g., first and second e-drive motors) may be directly connected to a gearbox assembly in parallel configuration, and one or more additional e-drive motors (e.g., third e-drive motor) may be indirectly connected tothe gearbox assembly in series configuration with one or more of the parallel configuration e-drive motors.

[0060] The gearboxes may be arranged such that their torque output is applied in a parallel or series configuration. In a parallel configuration, a first motor output torque may be applied through a first gearbox, a second motor output torque may be applied through a second gearbox, and then the first gearbox output torque and the second gearbox output torque may be applied, e.g., via an output shaft, to the application (e.g., a driveshaft, a differential, directly to a wheel, etc. In a series configuration, the motor output torque may be applied through a first gearbox and the first gearbox output torque applied as an input to a second gearbox, and the output torque of the second gearbox applied to the application.

[0061] The motors may be alternating current (AC) or direct current (DC) motors. In accordance with one or more embodiments the disclosed motors such as the First Motor F 411, the Second Motor S 412, a main motor, and a third motor, and so on may be AC synchronous motors. Although the motors are described and shown as AC synchronous motors, one of ordinary skill in the art will appreciate that the motors may be of any motor classification and / or motors of various motor classifications may be combined without departing from the scope of embodiments disclosed herein. For example, the AC motors may be induction motors in single phase or three phase. DC motors may be separately excited, self-excited, or permanent magnet. In accordance with one or more embodiments the electric traction motor may have a nominal rating of eight hundred and ninety-six kilowatts. The battery powered motor may operate during acceleration and / or traveling up an incline such as an up-grade. Motors coupled to batteries may act as regenerators to use torque applied from the road surface through the wheels (negative torque) through the motors to recharge the batteries.

[0062] FIG. 5A, FIG. 5B, FIG. 5C, and FIG. 5D show hybrid haul truck architectures (e.g., the layout or arrangement of components for an HHT). As shown in FIG. 5 A, a set of hybrid haul truck architectures (e.g., a set of architectures 500) includes a hybrid haul truck (HHT) architecture (e.g., an Architecture A 510) that may include an e-drive system with an e-drive power unit (e.g., a Power Unit A 511), one or more of an e-drive battery (e.g., a Battery A 512), and an HHT drivetrain electronic controli.e., an e-drive control system (e.g, a Control System A 514), which includes power control. The HHT Architecture A may include one or more of an electric power generator (e.g., Alternator A 516) and an engine (e.g., an Engine A 518). In FIG. 5 A the engine powers the generator and the e-drive power unit. The engine torque output provides a torque input both to the e-drive power unit (e.g., the Power Unit A 511) and to the generator (e.g., the Alternator A 516). The torque input from the engine to the generator and from the engine directly to the e-drive power unit is managed by the control system. An input to a transmission may be coupled to the engine output, to the alternator output, or to both and an output of a transmission may be coupled to the driveshaft, to the power unit, or to the final drive.

[0063] In FIG. 5A the e-drive system has one, two, three, or more e-drive motors powered by the generator and / or the battery. The control system manages the torque, RPM, and rotational direction, and other operational parameters of the one or more e-drive motors. The power from the generator (e.g., the generator power) is provided to the battery and / or to the e-drive motors within the e-drive power unit. The engine torque output may be transferred through a driveshaft to an e-drive input shaft. The generator power output may be managed by the e-drive control system. The output of the e-drive power unit is provided to an input of a differential (e.g., a Final Drive A 517). The output of the differential is coupled to the wheels and transfers power from the output of the e-drive power unit to the wheels. Although FIG. 5A is described and shown as having two batteries, one of ordinary skill in the art will appreciate that the HHT architecture may have any quantity of batteries without departing from the scope of embodiments disclosed herein.

[0064] The control system may include one or more of a user device (e.g., a User Device M 506) with a graphic user interface (e.g., a GUI A 508) that is able to display and to receive various user selections (e.g., User Selections N 504). The User Device M 506 may include hardware and / or software to receive real-time user selections (e.g., the User Selections N 504) by interacting with a user via the user interface (e.g., the GUI A 508) through which a user may provide the user input. Specifically, the control system obtains a user selection. The control system allows the user to interact with the user device (e.g., the User Device M 506) to set, for example, a deceleration rate, (i.e., a descent rate), an ascent rate, or a user speed selection, i.e., a predetermined,fixed traveling speed, as desired. The control system allows the user to monitor the performance, e.g., the travel speed, and to control the HHT based on actual events. The control system may autonomously control the HHT based on actual events to meet the user speed selection within a traveling speed tolerance range. The control system may allow the user to set the traveling speed tolerance range.

[0065] The control system may accommodate a travel plan by accepting user data such as user selections as inputs. The travel plan may include a predetermined target traveling speed and a predetermined descent rate. The control system may determine, using a computer processor, conformance to a set of predetermined acceptance criteria such as a range of traveling speeds, such as twenty-eight to thirty-two kilometers per hour.

[0066] For example, the control system may include a speed control system including a speed control user device (e.g., the User Device M 506) such that the speed control system controls a travel speed of the haul truck using the drivetrain. The speed control system may include one or more of a velocity sensor configured to determine the speed and direction of the HHT. The speed control sensor may transmit the velocity sensor data to the speed control system and / or the speed control system may obtain the velocity sensor data. The speed control system may process the obtained velocity data to calculate the HHT speed.

[0067] The speed control system may calculate the positive torque output and / or the negative torque output (z.e., the retardation) required of the e-drive system to meet the predetermined traveling rate. The control system may obtain the battery state of charge to adjust the drivetrain to correspond with the calculated speed and to determine either a power to be sent to the battery(ies) to provide a predetermined regeneration rate, or the power to be drawn from the battery(ies) to provide the predetermined travel speed. The speed control user device may be configured to obtain, using a speed control user interface (e.g., the GUI A 508), a user speed selection of travel rate data, then use the travel rate data and the drivetrain to control the travel speed of the haul truck without the driver providing additional user data, z.e., the speed control system may autonomously control the travel speed using the travel rate data and the drivetrain.

[0068] In another example, the control system may include a descent control system including a descent control user device (e.g., the User Device M 506) such that the descent control system controls a descent rate of the haul truck (z.e., descent speed of the haul truck) using the drivetrain. The descent control system may include one or more of a speed control system as disclosed herein configured to determine and control the speed of the HHT. The descent control system may include sensors configured to determine angular degrees of grade, e.g., grade degree sensors. The grade degree sensors may transmit grade degree sensor data to the descent control system and / or the descent control system may obtain the grade degree sensor data. The descent control system may process the obtained grade degree sensor data to calculate the determined grade degrees.

[0069] The descent control system may calculate the positive torque output and / or the negative torque output (z.e., the retardation) required of the e-drive system, and the engine torque output, engine torque braking, and / or the friction braking to meet the predetermined descent rate. The control system may obtain the battery state of charge to adjust the drivetrain to correspond with the calculated grade degrees and to determine a power to be sent to the battery(ies) to provide a predetermined regeneration rate to provide the predetermined descent rate. The descent control user device may be configured to obtain, using a descent control user interface (e.g., the GUI A 508), a user retard selection of retarding rate data, then use the retarding rate data and the drivetrain to control a descent rate of the haul truck without the driver providing additional user data, i.e., the descent control system may autonomously control the descent rate using the user retarding rate data and the drivetrain.

[0070] In another example, the control system may include an ascent control system including an ascent control user device (e.g., the User Device M 506) such that the ascent control system controls an ascent rate of the haul truck (i.e., an ascent speed of the haul truck) using the drivetrain. The ascent control system may include one or more of a speed control system as disclosed herein configured to determine and control the speed of the HHT. The ascent control system may include sensors configured to determine angular degrees of grade, e.g., grade degree sensors. The grade degree sensors may transmit grade degree sensor data to the ascent control system and / or the ascent control system may obtain the grade degree sensor data. Theascent control system may process the obtained grade degree sensor data to calculate the determined grade degrees.

[0071] The ascent control system may calculate the positive torque output and / or the negative torque output (ie., the retardation) required of the e-drive system, and the engine torque output, engine torque braking, and / or the friction braking to meet the predetermined ascent rate. The control system may obtain the battery state of charge to adjust the drivetrain to correspond with the calculated grade degrees and to determine a power to be used from the battery(ies) to provide a predetermined ascent rate. The ascent control user device may be configured to obtain, using an ascent control user interface (e.g., the GUI A 508), a user ascent selection of ascending rate data, then use the ascending rate data and the drivetrain to control an ascent rate of the haul truck without the driver providing additional user data, i.e., the ascent control system may autonomously control the ascent rate using the user ascent rate data and the drivetrain.

[0072] The control system may calculate, using a computer processor, the rate of acceleration, the rate of deceleration, and other parameters such as the temperature change of the e-drive power unit and the battery (or batteries) state of charge. The set of predetermined acceptance criteria may be entered or selected by the user using the GUI A 508 of the User Device M 506. When the travel plan setup is not as desired, the user can modify the user selections (User Selections N 504) to adjust one travel plan criterion of the travel plan criteria via the graphical display (e.g., the GUI A 508 and / or the User Device M 506).

[0073] The control system may collect data regarding powertrain activities such as gearbox data regarding a gearbox assembly, e-drive motor data regarding an e-drive motor, battery data regarding an e-drive battery or batteries, alternator data regarding one or more of an alternator, and engine data regarding one or more of an engine assembly. For example, gearbox data may include torque data (e.g., foot-pounds or Newton-meters) and revolutions per minute data (RPM) from which the control system determines power data (e.g., horsepower or kilowatts). Gearbox data may include oil temperature data, oil level data (including level and rate of change of level), and vibration data such as amplitude, frequency, and rate of change. Battery data may include temperature data, vibration data, and state of charge (SOC) data of the batteryor batteries. Motor data may include input frequency data, voltage data, current data, torque data, RPM data, and temperature data. The control system may obtain travel rate data.

[0074] As shown in FIG. 5B, the hybrid haul truck (HHT) architecture (e.g., an Architecture B 520) may include an e-drive power unit (e.g., a Power Unit B 521), one or more of an e-drive battery (e.g., a Battery B 522), and an HHT drivetrain electronic control or e-drive control system (e.g., a Control System B 524). The HHT Architecture B may include an electric power generator (e.g., Alternator B 526) and an engine (e.g, an Engine B 528). In FIG. 5B the engine powers the generator by providing a torque input to the generator. The torque input from the engine to the generator is managed by the control system.

[0075] In FIG. 5B the e-drive system has one, two, three, or more e-drive motors powered by the generator and / or the battery. The control system manages the torque, RPM, and rotational direction of the one or more e-drive motors. The power from the generator (e.g., the generator power) is provided to the battery, and / or to a main motor (e.g., the Main Motor M 529), and / or to the e-drive motors within the e-drive power unit. The main motor torque output may be transferred through a driveshaft to an e-drive input shaft. The generator power output may be managed by the e-drive control system. The output of the e-drive power unit is provided to a differential (e.g., a Final Drive B 527) to power the wheels. An input to a transmission (e.g., a transmission B 523) may be coupled to the engine output, to the alternator output, or to both. An output of a transmission may be coupled to a driveshaft (e.g., a driveshaft B 525), to the power unit, or to the final drive. An HHT transmission may include planetary-style, automatic gear shifting with six forward speeds and two reverse speeds. The transmission may have features such as an integral single stage converter with automatic lock up. The transmission may include a retarder such as a Voith turbo retarder clutch between the bellhousing and the main transmission. The retarder may also function to improve startability to get a loaded truck to move. An HHT equipped with an e-drive system may reduce transmission gear shift time.

[0076] As shown in FIG. 5C, the hybrid haul truck (HHT) architecture (e.g., an Architecture C 530) may include an e-drive power unit (e.g., a Power Unit C 531), one or more of an e-drive battery (e.g., a Battery C 532), and an HHT drivetrainelectronic control or e-drive control system (e.g., a Control System C 534). The HHT Architecture B may include an electric power generator (e.g., an Alternator C 536) and an engine (e.g., an Engine C 538). In FIG. 5C the engine powers the generator by providing a torque input to the generator. The torque input from the engine to the generator is managed by the control system. In FIG. 5C the e-drive system has one, two, three, or more e-drive motors powered by the generator and / or the battery. The control system manages the torque, RPM, and rotational direction of the one or more e-drive motors. The power from the generator (e.g., the generator power) is provided to the battery and / or to the e-drive motors within the e-drive power unit. The generator power output may be managed by the e-drive control system. The output of the e-drive power unit is provided to a differential (e.g., a Final Drive C 537) to power the wheels.

[0077] Although FIGs. 5A-C show an e-drive power unit connected to a differential to transfer power to the two rear wheels, other embodiments may include multiple e-drive power units, each directly connected to a separate wheel. For example, HHTs designed to carry two hundred tons or more may include two e-drive power units, where each e-drive power unit is directly connected to each of the two rear wheels, such as shown in FIG. 5D.

[0078] As shown in FIG. 5D, the hybrid haul truck (HHT) architecture (e.g., an Architecture D 540) may include an e-drive power unit (e.g., a Power Unit D 541), one or more of an e-drive battery (e.g., a Battery D 542), and an HHT drivetrain electronic control or e-drive control system (e.g., a Control System D 544). The HHT Architecture B may include an electric power generator (e.g., Alternator D 546) and an engine (e.g., the Engine D 548). In FIG. 5D the engine powers the generator by providing a torque input to the generator. The torque input from the engine to the generator is managed by the control system. In FIG. 5D the e-drive system has one, two, three, or more e-drive motors powered by the generator and / or the battery. The control system manages the torque, RPM, and rotational direction of the one or more e-drive motors. The power from the generator (e.g., the generator power) is provided to the battery and / or to the e-drive motors within the e-drive power unit. The generator power output may be managed by the e-drive control system. The output of the e-drive power unit is provided directly to a wheel. FIG. 5D shows that, in accordance 1with one or more embodiments two e-drive power units may be used. FIG. 5D shows that a first e-drive power unit is coupled directly to a first set of wheels and a second e-drive power unit is coupled directly to a second set of wheels.

[0079] The electric motors shown in FIG. 5A, FIG. 5B, FIG. 5C, and FIG. 5D may use torque vectoring. Torque vectoring may be used to control the electric motors separately and achieve greater efficiency. The torque vectoring may allow for running with different combinations of motors running / coasting for different load configurations (z.e., haul truck full or empty). The torque vectoring may allow for partial power regeneration (regen) through phase vectoring to determine either power delivery or power regen. In accordance with one or more embodiments, and as a benefit of the e-drive system capability of continuous torque, gear shift time may be reduced. For example, gear shift time (e.g., gear shifting time of gears in a transmission) may be reduced by a factor of approximately ten thereby allowing for more efficient power delivery / recovery at gear shift intervals.

[0080] In accordance with one or more embodiments the e-drive motors may be alternating current synchronous motors. A synchronous motor under steady-state conditions has a rotor rotational speed (RPM) proportional to the frequency of the electrical current AC frequency. The term slip refers to the difference between the synchronous speed and the actual rotor speed. Slip may be forward, z.e., positive slip, or backward, z.e., negative slip. As slip increases, the rotor current may increase to produce the predetermined torque. Slip may be controlled mechanically by varying the load requirements, or electrically by varying the supply voltage and / or frequency.

[0081] The truck hybrid conversion system may include a variable frequency drive (e.g., a VFD A 501) for power control. Variable frequency drives (VFDs) adjust the frequency of the power from the electrical power supply to the motor. VFDs thereby slow down or speed up the synchronous speed to control the slip. Changing the phase to control the slip may be termed phase vectoring. Phase vectoring may result in changes to motor torque output to form torque vectoring. Phase vectoring may be used to slow down a motor that is being subject to a torque that rotates the rotor at an RPM that exceeds the synchronous speed. The e-drive power unit may utilize a monitoring subsystem (e.g., a Monitoring Subsystem A 515) and one or more controlsystems to manage the slip to speed up the motor / increase positive torque output or slow down the motor / increase negative torque output.

[0082] The control system may monitor and obtain values for electric motor slip to perform phase vectoring. The control system may obtain a command to generate motor slip data, then generate the motor slip data using the monitoring subsystem and the control system. The control system may monitor and obtain slip backward and slip forward and adjust operational parameters such as the e-drive motor frequency and the main motor frequency to provide phase vectoring to satisfy predetermined torque vectoring. The system may determine torque vector instructions using the processor, then transmit the torque vector instructions to the VFD using the communication interface. The communication interface may be coupled to the wiring harness. The control system the may control the haul truck using the drivetrain and the VFD.

[0083] The control system may use a computer processor to determine slip backward and slip forward to achieve target results, e.g., to achieve a predetermined torque output for a torque vector within a range of acceptance criteria. The control system may use advanced predictive analytics to predict torque vectoring using phase vectoring. The control system may transmit and receive commands using a communication interface (e.g., a Communication Interface A 513) through a wiring harness (e.g., Wiring Hamess A 509). The commands may be transmitted using an industry standard message-based communication standard such as a controller area network message bus standard or a controller area network bus (e.g., a CAN Bus A 507). Commands transmitted over the CAN bus may be received by all devices in communication with the CAN bus.

[0084] The VFD may be coupled to the battery and / or the generator. The battery and / or generator may couple to the VFD at a VFD input (e.g., a VFD Input A 502). The VFD may be coupled to motors such as the motors in the e-drive power unit and / or to the main motor. The VFD may be coupled to the motors at a VFD output (e.g. , a VFD Output A 503).

[0085] Although FIG. 5A, FIG. 5B, FIG. 5C, and FIG. 5D show the power being applied to a set of rear wheels, one of ordinary skill in the art will appreciate that thepower may be applied to any wheel, including the front wheels, without departing from the scope of embodiments disclosed herein.

[0086] Each of the set of architectures 500 may be configured for retrofitting into various haul trucks. The various components may be packaged to be provided as a truck hybrid conversion system. For example, the e-drive system components associated with Architecture A 510 comprising the component parts of the e-drive system may be bundled or packaged as a retrofit kit for installation in a truck when the truck is being manufactured or when the truck is being overhauled or repaired. In accordance with one or more embodiments a truck hybrid conversion system (a Retrofit Kit A 519) may include the User Device M 506, the GUI A 508, Power Unit A 511, the Battery A 512, the Control System A 514, the Alternator A 516, and the Engine A 518. Two or more components of an e-drive system may be bundled or packaged in a single housing. For example, the Power Unit A 511, the Battery A 512, and the Control System A 514 may be disposed in a single structure for ease of installation in a truck. The single structure may be configured specifically for various brands and models of haul truck such as the Komatsu 830EE, Belaz 7571, and Hitachi EH4000AC, or the Caterpillar CAT 777 and Rokbak RA40. The single structure may be configured specifically for various brands and models of underground mining or hard rock mining loaders, haulers, and dumpers (e.g., trucks) such as the Epiroc STI 8 and MT65 or Caterpillar R3000H and AD63. The single structure may be configured specifically for various brands and models of road trains such as the Scania G 540 XT. In like manner, the Architecture B 520, the Architecture C 530, and the Architecture D 540 may be similarly packaged.

[0087] In one or more embodiments, an e-drive system retrofit kit includes a housing that encloses an e-drive power unit. The housing may have a size / shape designed to fit in a selected HHT. The housing may be connected to a frame of the selected HHT in a configuration where the output shaft of the e-drive power unit is connected to a differential of the HHT, or in alternative embodiments, where the output shaft is connected directly to a wheel of the HHT. In some embodiments, the housing may also enclose one or more batteries. Alternatively, the e-drive retrofit package may be connected to batter(ies) installed in a separate location in the HHT. In some embodiments, the housing may also enclose one or more components of the e-drivecontrol system, such as the communication interface, monitoring subsystem, wiring harness, and a user device. In some embodiments, the housing may enclose one or more components of the control system power control, such as the VFD.

[0088] The truck hybrid conversion system (e.g., the Retrofit Kit A 519) may include a hybrid battery electric diesel replacement engine for mining haul trucks ninety metric tons (ninety-nine short tons, nominally one hundred tons) and over. The Retrofit Kit A 519 may be implemented in existing (e.g., used, in-service) haul trucks that are at their mid-operational life cycle. At the mid-operational life cycle, the truck requires a full engine fit out. Current practice is for the diesel engine to be replaced with a like-for-like solution. According to embodiments of the present disclosure, rather than replacing a like-for-like engine system, a truck hybrid conversion system, e.g., Retrofit Kit A 519, may be installed in an HHT to replace a conventional diesel engine system. The Retrofit Kit A 519 may offer a cost-effective option to transform existing haul trucks into ultra-low emissions vehicles and to extend the life of the truck by approximately ten years.

[0089] The components of a retrofit kit (e.g., the Retrofit Kit A 519) may be couplable to various components of the truck. For example, a traction motor (e.g., the Main Motor M 529) may be couplable to a differential or couplable to one or more wheels of the HHT. A traction motor such as an e-drive power unit (e.g., Power Unit D 541) may be couplable to one or more wheels. A first e-drive power unit (e.g., a Power Unit D 541) may be coupled to a first rear wheel (or rear wheel pair) and a second e-drive power unit (e.g, a Power Unit D 541) may be coupled to a second rear wheel pair. A battery (e.g., a Battery D 542) may be coupled to the electric traction motor or motors. One or more of a generator (e.g., an Alternator D 546) may be coupled to the battery or batteries. An engine (e.g., an Engine D 548) may be coupled to the generator. In accordance with one or more embodiments the engine may have a nominal rating of four hundred twenty-eight kilowatts and may have multi-fuel capability.

[0090] A braking system, configured for retardation of the HHT, may be coupled to the one or more wheels or wheel sets. In accordance with one or more embodiments the braking system may comprise a regeneration braking system to replace a retarder braking system and to provide regeneration of electricity to the battery or batteries.The control system may control the HHT drivetrain, i.e., the e-drive system, to control the descent of an HHT for the HHT to descend a slope or incline (a down-grade) according to a user retard selection of retarding rate data. The control system may control the e-drive system, to control the ascent of an HHT for the HHT to ascend a slope or incline (an up-grade) according to a user ascent selection of ascent rate data.

[0091] FIG. 6A, FIG. 6B, FIG. 6C, and FIG. 6D show schematics in accordance with one or more embodiments. As shown in FIG. 6 A, a set of Hybrid Haul Truck (HHT) battery power and control schematics (e.g., control diagrams 600) for an e-drive system includes a battery power and control schematic for a medium torque, fully loaded, level- or low-grade condition, or empty up-grade condition (e.g., a Full-Load Flat 620). FIG. 6A includes a first e-drive motor (e.g., a First Motor A 621), a second e-drive motor (e.g., a Second Motor A 622), and a third e-drive motor (e.g., a Third Motor A 623), an e-drive control system (e.g., a Control System A 624), an e-drive power unit (e.g., a Power Unit A 625), one or more of an e-drive battery (e.g., a Battery A 626), a first e-drive gearbox (e.g., a First Gearbox A 627), a second e-drive gearbox (e.g., a Second Gearbox A 628). Torque / power directions and control directions are indicated by arrows. In accordance with one or more embodiments in the Full-Load Flat 620 condition, the First Motor A 621 and the Second Motor A 622 provide their output torques (e.g., first motor torque and second motor torque) to the gearboxes, while the Third Motor A 623 does not provide output torque to the gearboxes.

[0092] As shown in FIG. 6B, the set of HHT battery power and control schematics (e.g., control diagrams 600) for an e-drive system includes a battery power and control schematic for a heavy torque, fully loaded, up-grade operating condition (a Full-Load Uphill 630). FIG. 6B includes a first e-drive motor (e.g., a First Motor B 631), a second e-drive motor (e.g., a Second Motor B 632), and a third e-drive motor (e.g., a Third Motor B 633), an e-drive control system (e.g., a Control System B 634), an e-drive power unit (e.g., a Power Unit B 635), an e-drive battery (e.g., a Battery B 636), a first e-drive gearbox (e.g., a First Gearbox B 637), and a second e-drive gearbox (e.g., a Second Gearbox B 638). Torque / power directions and control directions are indicated by arrows. In accordance with one or more embodiments in the Full-Load Uphill condition, the First Motor B 631, the Second Motor B 632, andthe Third Motor B 633 provide their output torques (e.g., first motor torque, second motor torque, and third motor torque) to the gearboxes.

[0093] In FIG. 6C, the set of HHT battery power and control schematics (e.g., the control diagrams 600) for an e-drive system includes a battery power and control schematic for a low torque, unloaded condition or loaded traveling down grade condition, (e.g., a No-Load Flat 650). FIG. 6C includes a first e-drive motor (e.g., a First Motor C 651), a second e-drive motor (e.g., a Second Motor C 652), and a third e-drive motor (e.g., a Third Motor C 653), an e-drive control system (e.g., a Control System C 654), an e-drive power unit (e.g., a Power Unit C 655), an e-drive battery (e.g., a Battery C 656), a first e-drive gearbox (e.g., a First Gearbox C 657), and a second e-drive gearbox (e.g., a Second Gearbox C 658). Torque / power directions and control directions are indicated by arrows. In accordance with one or more embodiments in the No-Load Flat condition, the First Motor C 651 provides its output torque (e.g., first motor torque) to a gearbox.

[0094] In FIG. 6D, the set of HHT battery power and control schematics (e.g., the control diagrams 600) for an e-drive system includes a battery power and control schematic for a condition in which the e-drive system regenerates power through retardation, i.e. , by decelerating the truck. Such a condition may occur when the HHT decelerates from a velocity, when the HHT travels downhill, unloaded, and / or otherwise under regeneration mode (e.g., a Regen 660 condition). FIG. 6D includes a first e-drive motor (e.g., a First Motor D 661), a second e-drive motor (e.g., a Second Motor D 662), and a third e-drive motor (e.g. , a Third Motor D 663), an e-drive control system (e.g., a Control System D 664), an e-drive power unit (e.g., a Power Unit D 665), an e-drive battery (e.g., a Battery D 666), a first e-drive gearbox (e.g., a First Gearbox D 667), and a second e-drive gearbox (e.g., a Second Gearbox D 668). Torque / power directions and control directions are indicated by arrows. In accordance with one or more embodiments in the Regen condition, with the HHT in motion and / or descending with retardation, then the potential energy of the HHT may be recaptured by the First Motor D 661, the Second Motor D 662, and the Third Motor D 663 receiving inputs from the gearboxes.

[0095] Although FIG. 6A is described and shown as having two batteries, one of ordinary skill in the art will appreciate that any of the HHT power and controlschematics described in FIG. 6A, FIG. 6B, FIG. 6C, and FIG. 6D may have any quantity of batteries without departing from the scope of embodiments disclosed herein. In accordance with one or more embodiments a battery or batteries, e.g., a battery pack, may have a nominal rating of fifty kilowatts per hour to support the engine when the HHT is under load. The battery pack may be charged by regeneration during retarding, by stationary or mobile coupling to an electric power supply, and / or through use of the engine.

[0096] Turning to FIG. 7, FIG. 7 shows a flowchart in accordance with one or more embodiments. Specifically, FIG. 7 describes a general method for using a drivetrain for a haul truck that splits torque between two or more motors (e.g., a method 700) to operate a haul truck at a mine site. Specifically, FIG. 7 describes a general method for using an HHT drivetrain (e-drive) that splits torque between two or more motors and includes a battery electric storage device, e.g., one or more batteries. The HHT drivetrain may include electronic control for splitting the torque, z.e., for torque splitting. The method may describe modes of operation for the HHT equipped with the e-drive system. One or more blocks in FIG. 7 may be performed by one or more components as described in FIG. 1, FIG. 2, FIG. 3, FIG. 4, FIG. 5 A, FIG. 5B, FIG. 5C, FIG. 5D, FIG. 6A, FIG. 6B, FIG. 6C, FIG. 6D, and FIG. 8. While the various blocks in FIG. 7 are presented and described sequentially, one of ordinary skill in the art will appreciate that some or all of the blocks may be executed in different orders, may be combined or omitted, and some or all of the blocks may be executed in parallel. Furthermore, the blocks may be performed actively or passively.

[0097] At step 710, the method includes providing a truck hybrid conversion system configured for coupling to a haul truck. The truck hybrid conversion system comprises a drivetrain that includes multiple motors connected to a gearbox assembly. The multiple motors may apply their output torque (e.g., first motor torque, second motor torque, and third motor torque) to the gearbox. The gearbox assembly applies continuous torque output to a driveshaft.

[0098] The multiple motors may include a first motor, a second motor, and a third motor. The gearbox assembly may include a first gearbox and a second gearbox with the first motor connected to the first gearbox via a first input shaft, and with the second motor connected to the second gearbox via a second input shaft. The third motor maybe connected to apply third output torque, in stacked arrangement, to the first motor, or the third motor may be otherwise coupled to the drivetrain. The drivetrain is couplable, using the driveshaft, to one or more wheels of the haul truck. A battery or set of batteries (e.g., a battery pack) may be coupled to the first motor, the second motor, and / or the third motor. A generator may be coupled to the battery with an engine coupled to the generator. A braking system, coupled to the one or more wheels, is configured to generate electricity to charge the battery.

[0099] At step 720, the method includes coupling the truck hybrid conversion system to the haul truck.

[0100] At step 730, the method includes operating the haul truck on a haul road between a first location and a second location using the truck hybrid conversion system.

[0101] Embodiments may be implemented on a computer system. FIG. 8 is a block diagram of a computer system such as the computer 802 used to provide computational functionalities associated with described algorithms, methods, functions, processes, flows, and procedures as described in the instant disclosure, according to an implementation. The illustrated computer (e.g., computer 802) is intended to encompass any computing device such as a high-performance computing (HPC) device, a server, desktop computer, laptop / notebook computer, wireless data port, smart phone, personal data assistant (PDA), tablet computing device, one or more processors within these devices, or any other suitable processing device, including both physical or virtual instances (or both) of the computing device. Additionally, the computer 802 may include a computer that includes an input device, such as a keypad, keyboard, touch screen, or other device that can accept user information, and an output device that conveys information associated with the operation of the computer 802, including digital data, visual, or audio information (or a combination of information), or a graphical user interface.

[0102] The computer 802 can serve in a role as a client, network component, a server, a database or other persistency, or any other component (or a combination of roles) of a computer system for performing the subject matter described in the instant disclosure. The illustrated computer (computer 802) is communicably coupled with a network 816. In some implementations, one or more components of the computer802 may be configured to operate within environments, including cloud-computingbased, local, global, or other environment (or a combination of environments).

[0103] At a high level, the computer 802 is an electronic computing device operable to receive, transmit, process, store, or manage data and information associated with the described subject matter. According to some implementations, the computer 802 may also include or be communicably coupled with an application server, e-mail server, web server, caching server, streaming data server, business intelligence server, or other server (or a combination of servers).

[0104] The computer 802 can receive requests over network 816 from a client application (for example, executing on another computer 802) and responding to the received requests by processing the said requests in an appropriate software application. In addition, requests may also be sent to the computer 802 from internal users (for example, from a command console or by other appropriate access method), external or third-parties, other automated applications, as well as any other appropriate entities, individuals, systems, or computers.

[0105] Each of the components of the computer 802 can communicate using a system bus 804. In some implementations, any or all of the components of the computer 802, both hardware or software (or a combination of hardware and software), may interface with each other or the interface 806 (or a combination of both) over the system bus 804 using an application programming interface (an API 812) or a service layer 814 (or a combination of the API 812 and service layer 814. The API 812 may include specifications for routines, data structures, and object classes. The API 812 may be either computer-language independent or dependent and refer to a complete interface, a single function, or even a set of APIs. The service layer 814 provides software services to the computer 802 or other components (whether or not illustrated) that are communicably coupled to the computer 802. The functionality of the computer 802 may be accessible for all service consumers using this service layer. Software services, such as those provided by the service layer 814, provide reusable, defined business functionalities through a defined interface. For example, the interface may be software written in JAVA, C++, or other suitable language providing data in extensible markup language (XML) format or other suitable format. While illustrated as an integrated component of the computer 802, alternative implementations mayillustrate the API 812 or the service layer 814 as stand-alone components in relation to other components of the computer 802 or other components (whether or not illustrated) that are communicably coupled to the computer 802. Moreover, any or all parts of the API 812 or the service layer 814 may be implemented as child or submodules of another software module, enterprise application, or hardware module without departing from the scope of this disclosure.

[0106] The computer 802 includes an interface 806. Although illustrated as a single interface in FIG. 8, two or more of the interfaces may be used according to particular needs, desires, or particular implementations of the computer 802. The interface 806 is used by the computer 802 for communicating with other systems in a distributed environment that are connected to the network 816. Generally, the interface 806 includes logic encoded in software or hardware (or a combination of software and hardware) and operable to communicate with the network 816. More specifically, the interface 806 may include software supporting one or more communication protocols associated with communications such that the network 816 or hardware of the interface is operable to communicate physical signals within and outside of the illustrated computer (computer 802).

[0107] The computer 802 includes at least one of a computer processor 818. Although illustrated as a single computer processor in FIG. 8, two or more processors may be used according to particular needs, desires, or particular implementations of the computer 802. Generally, the computer processor 818 executes instructions and manipulates data to perform the operations of the computer 802 and any algorithms, methods, functions, processes, flows, and procedures as described in the instant disclosure.

[0108] The computer 802 also includes a memory 808 that holds data for the computer 802 or other components (or a combination of both) that can be connected to the network 816. For example, memory 808 can be a database storing data consistent with this disclosure. Although illustrated as a single memory in FIG. 8, two or more memories may be used according to particular needs, desires, or particular implementations of the computer 802 and the described functionality. While memory 808 is illustrated as an integral component of the computer 802, in alternative implementations, memory 808 can be external to the computer 802.

[0109] The application 810 is an algorithmic software engine providing functionality according to particular needs, desires, or particular implementations of the computer 802, particularly with respect to functionality described in this disclosure. For example, application 810 can serve as one or more components, modules, applications, etc. Further, although illustrated as a single one of application 810, the application 810 may be implemented as a multiple quantity of application 810 on the computer 802. In addition, although illustrated as integral to the computer 802, in alternative implementations, the application 810 can be external to the computer 802.

[0110] There may be any number of computers such as the computer 802 associated with, or external to, a computer system containing computer 802, each computer 802 communicating over network 816. Further, the term "client," "user," and other appropriate terminology may be used interchangeably as appropriate without departing from the scope of this disclosure. Moreover, this disclosure contemplates that many users may use one of computer 802, or that one user may use multiple computers such as computer 802.

[0111] In some embodiments, the computer 802 is implemented as part of a cloud computing system. For example, a cloud computing system may include one or more remote servers along with various other cloud components, such as cloud storage units and edge servers. In particular, a cloud computing system may perform one or more computing operations without direct active management by a user device or local computer system. As such, a cloud computing system may have different functions distributed over multiple locations from a central server, which may be performed using one or more Internet connections. More specifically, a cloud computing system may operate according to one or more service models, such as infrastructure as a service (laaS), platform as a service (PaaS), software as a service (SaaS), mobile "backend" as a service (MBaaS), serverless computing, artificial intelligence (Al) as a service (AlaaS), and / or function as a service (FaaS).

[0112] Although only a few example embodiments have been described in detail above, those skilled in the art will readily appreciate that many modifications are possible in the example embodiments without materially departing from this invention.Accordingly, all such modifications are intended to be included within the scope of this disclosure as defined in the following claims.

Claims

CLAIMSWhat is claimed:

1. A method, comprising: providing a truck hybrid conversion system configured for coupling to a haul truck, the truck hybrid conversion system comprising: a drivetrain comprising: multiple motors connected to a gearbox assembly, where the gearbox assembly applies continuous torque output to a driveshaft; the multiple motors comprising a first motor, a second motor, and a third motor; and the gearbox assembly comprising a first gearbox and a second gearbox, wherein the first motor is connected to apply first motor torque to the first gearbox via a first input shaft; wherein the second motor is connected to apply second motor torque to the second gearbox via a second input shaft; and wherein the third motor is connected to apply third motor torque, in stacked arrangement, to the first motor; wherein the drivetrain is couplable, using the driveshaft, to one or more wheels of the haul truck; a battery coupled to the first motor, the second motor, and / or the third motor; a generator coupled to the battery; an engine coupled to the generator; and a braking system, coupled to the one or more wheels, configured to generate electricity to charge the battery; coupling the truck hybrid conversion system to the haul truck; and operating the haul truck on a haul road between a first location and a second location using the truck hybrid conversion system.

2. The method of claim 1, wherein: the truck hybrid conversion system further comprises: a control system coupled to the drivetrain; anda user device coupled to the control system; using the control system, obtaining a selection of user data; and using the control system, controlling the drivetrain using the user data.

3. The method of claim 1 or claim 2, wherein: the haul road comprises a positive elevation change between the first location and the second location; the method further comprises: propelling the haul truck up the positive elevation change using the truck hybrid conversion system.

4. The method of claim 3, wherein: the drivetrain is powered by the battery.

5. The method of claim 1 or claim 2, wherein: the haul road comprises a negative elevation change between the first location and the second location; the method further comprises: retarding the haul truck down the negative elevation change using the truck hybrid conversion system.

6. The method of claim 5, further comprising: generating, using the truck hybrid conversion system, the electricity from retarding the haul truck; and recharging the battery using the electricity.

7. The method of claim 1 or claim 2, wherein: the haul road comprises substantially level elevations and negative elevation changes between the first location and the second location; the truck hybrid conversion system further comprises a descent control system comprising a descent control user device; wherein the descent control system controls a retardation of the haul truck using the descent control system and the drivetrain;wherein the descent control system is configured to obtain, from a user and using a descent control user interface in the descent control user device, a user retard selection of retarding rate data for the haul truck; the method further comprises: obtaining, from the user and using the descent control user interface in the descent control user device, the user retard selection for the haul truck; and retarding, using the descent control system, the haul truck between the first location and the second location using the retarding rate data and the drivetrain.

8. The method of claim 1 or claim 2, wherein: the haul road comprises substantially level elevations and positive elevation changes between the first location and the second location; the truck hybrid conversion system further comprises a speed control system comprising a speed control user device and an ascent control system comprising an ascent control user device; wherein the speed control system controls a travel speed of the haul truck using the speed control system and the drivetrain; wherein the ascent control system controls an ascending rate of the haul truck using the ascent control system and the drivetrain; wherein the speed control system is configured to obtain, from a user and using a speed control user interface in the speed control user device, a user speed selection of travel rate data for the haul truck; wherein the ascent control system is configured to obtain, from the user and using an ascent control user interface in the ascent control user device, a user ascent selection of ascent rate data for the haul truck; the method further comprises: obtaining, from the user and using the speed control user interface in the speed control user device, the user speed selection for the haul truck; obtaining, from the user and using the ascent control user interface in the ascent control user device, the user ascent selection for the haul truck; controlling the haul truck between the first location and the second location, using the speed control system, the travel rate data, and the drivetrain; andcontrolling the haul truck between the first location and the second location, using the ascent control system, the ascent rate data, and the drivetrain.

9. The method of claim 2, further comprising: monitoring electric motor slip using a monitoring subsystem coupled to the control system; obtaining a command to generate motor slip data; generating the motor slip data using the monitoring subsystem and the control system; determining, using a processor, torque vector instructions; transmitting, using a communication interface coupled to a wiring harness, the torque vector instructions to a variable frequency drive (VFD) using the communication interface; wherein the VFD is coupled to the battery and / or the generator at a VFD input and to the drivetrain at a VFD output; wherein transmitting the torque vector instructions uses a controller area network message bus standard over the wiring harness coupled to the VFD; and wherein the processor is coupled to the communication interface, the monitoring subsystem, the control system, and the VFD; wherein a memory is coupled to the processor, and wherein the memory comprises instructions configured to perform the method; and controlling the haul truck using the drivetrain and the VFD.

10. A drivetrain for a haul truck, comprising: multiple motors connected to a gearbox assembly, where the gearbox assembly applies continuous torque output to a driveshaft; the multiple motors comprising a first motor and a second motor; and the gearbox assembly comprising a first gearbox and a second gearbox, wherein the first motor is connected to the first gearbox via a first input shaft; wherein the second motor is connected to the second gearbox via a second input shaft.

11. The drivetrain of claim 10, wherein the multiple motors further comprises a third motor in stacked arrangement with the first motor.

12. The drivetrain of claim 10 or claim 11, wherein each of the multiple motors are AC synchronous motors.

13. The drivetrain of claim 10 or claim 11, wherein: the first motor is a low torque, high power type motor; and the second motor is a high torque, low power type motor.

14. The drivetrain of claim 10 or claim 11, wherein each of the first gearbox and the second gearbox comprise planetary gears.

15. A system comprising: a truck hybrid conversion system configured for coupling to a haul truck, the truck hybrid conversion system comprising: a drivetrain comprising: multiple motors connected to a gearbox assembly, where the gearbox assembly applies continuous torque output to a driveshaft; the multiple motors comprising a first motor, a second motor, and a third motor; and the gearbox assembly comprising a first gearbox and a second gearbox, wherein the first motor is connected to apply first motor torque to the first gearbox via a first input shaft; and wherein the second motor is connected to apply second motor torque to the second gearbox via a second input shaft; and wherein the third motor is connected to apply third motor torque, in stacked arrangement, to the first motor; wherein the drivetrain is couplable, using the driveshaft, to one or more wheels of the haul truck; a battery coupled to the first motor, the second motor, and / or the third motor; a generator coupled to the battery; an engine coupled to the generator; and a braking system, coupled to the one or more wheels, configured to generate electricity to charge the battery; wherein the truck hybrid conversion system is configured to be coupled to the haul truck.

16. The system of claim 15, further comprising: a control system coupled to the drivetrain; a user device coupled to the control system; and wherein the control system is configured to obtain a selection of user data; wherein the control system is configured to control the drivetrain using the user data.

17. The system of claim 15 or claim 16, wherein: the drivetrain is powered by the battery.

18. The system of claim 16, further comprising: a monitoring subsystem coupled to the control system and configured to monitor electric motor slip; a variable frequency drive (VFD) coupled to the battery and / or the generator at a VFD input and to the drivetrain at a VFD output; a wiring harness, configured for a controller area network message bus standard, coupled to the VFD; a processor coupled to a communication interface, the monitoring subsystem, the control system, and the VFD; and a memory coupled to the processor, wherein the memory comprises instructions configured to perform a method comprising: obtain a command to generate motor slip data, generate the motor slip data using the monitoring subsystem and the control system, determine, using the processor, torque vector instructions, transmit, using the communication interface coupled to the wiring harness, the torque vector instructions to the VFD using the communication interface; and control the haul truck using the drivetrain and the VFD.

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