US20220355141A1 - Fire fighting vehicle - Google Patents

Abstract

An electrified fire fighting vehicle includes a chassis, a cab, a body assembly rearward of the cab, a front axle, a rear axle, an energy storage system, a pump system, an engine, a clutch coupled to the engine, an accessory drive coupled to the clutch, an electromechanical transmission electrically coupled to the energy storage system, and a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission. The pump system includes a pump configured to pump a fluid from a fluid source to a fluid outlet. The clutch is coupled to the engine. The electromechanical transmission includes a first interface coupled to the accessory drive, a second interface coupled to the pump, and a third interface coupled to at least one of the front axle or the rear axle. The electromechanical transmission is selectively driven by the engine through the clutch and the accessory drive.

Description

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
• This application claims the benefit of and priority to (i) U.S. Provisional Patent Application No. 63/184,415, filed May 5, 2021, (ii) U.S. Provisional Patent Application No. 63/184,418, filed May 5, 2021, (iii) U.S. Provisional Patent Application No. 63/184,516, filed May 5, 2021, (iv) U.S. Provisional Patent Application No. 63/184,518, filed May 5, 2021, and (v) U.S. Provisional Patent Application No. 63/250,676, filed Sep. 30, 2021, all of which are incorporated herein by reference in their entireties.
BACKGROUND
• A fire fighting vehicle is a specialized vehicle designed to respond to fire scenes that can include various components to assist fire fighters with battling and extinguishing fires. Such components can include a pumping system, an onboard water tank, and an aerial ladder. Fire fighting vehicles traditionally include an internal combustion engine that provides power to both drive the vehicle and well as to drive the various components of the vehicle to facilitate the operation thereof.
SUMMARY
• One embodiment relates to an electrified fire fighting vehicle. The electrified fire fighting vehicle includes a chassis, a cab coupled to the chassis, a body assembly coupled to the chassis rearward of the cab, a front axle coupled to the chassis, a rear axle coupled to the chassis, an energy storage system coupled to the chassis, a pump system coupled to the chassis, an engine coupled to the chassis, a clutch coupled to the engine, an accessory drive coupled to the clutch, an electromechanical transmission coupled to the chassis and electrically coupled to the energy storage system, and a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission. The pump system includes a pump configured to pump a fluid from a fluid source to a fluid outlet. The electromechanical transmission includes a first interface coupled to the accessory drive, a second interface coupled to the pump, and a third interface coupled to at least one of the front axle or the rear axle. The electromechanical transmission is selectively driven by the engine through the clutch and the accessory drive.
• Another embodiment relates to an electrified fire fighting vehicle. The electrified fire fighting vehicle includes a chassis, a cab coupled to the chassis, a body assembly coupled to the chassis rearward of the cab, a pump system coupled to the chassis, an energy storage system coupled to the chassis, a driveline, and a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission. The pump system includes a pump house positioned between the cab and the body assembly, and a pump disposed within the pump house. The energy storage system includes a support rack and a plurality of batteries supported by the support rack. The support rack is positioned between the pump house and the cab. The support rack extends above the cab. The driveline includes a front axle, a rear axle, an engine, a clutch coupled to the engine, an accessory drive coupled to the clutch, and an electromechanical transmission coupled to the accessory drive, the pump, and at least one of the front axle or the rear axle. The electromechanical transmission is electrically coupled to the energy storage system. The thermal management system includes a cooling radiator and a plurality of conduits. The cooling radiator is coupled to an upper portion of the support rack such that the cooling radiator is at least partially positioned above the cab. The plurality of conduits fluidly couple the cooling radiator to the plurality of batteries and the electromechanical transmission.
• Still another embodiment relates to an electrified fire fighting vehicle. The electrified fire fighting vehicle includes a chassis, a cab coupled to the chassis, a body assembly coupled to the chassis rearward of the cab, a front axle coupled to the chassis, a rear axle coupled to the chassis, an energy storage system coupled to the chassis, a pump system coupled to the chassis, an engine, a clutch coupled to the engine, an accessory drive coupled to the clutch, an electromechanical transmission (i) coupled to the accessory drive, the pump system, the front axle, and the rear axle and (ii) electrically coupled to the energy storage system, and a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission. The electrified fire fighting vehicle looks and is operated substantially the same as an internal combustion engine only driven North American fire fighting vehicle.
• This summary is illustrative only and is not intended to be in any way limiting. Other aspects, inventive features, and advantages of the devices or processes described herein will become apparent in the detailed description set forth herein, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements.
BRIEF DESCRIPTION OF THE DRAWINGS
• FIG. 1 is a front, left perspective view of a fire fighting vehicle, according to an exemplary embodiment.
• FIG. 2 is a front, right perspective view of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 3 is a front view of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 4 is a left side view of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 5 is a right side view of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 6 is a top view of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 7 is a schematic diagram of a driveline of the fire fighting vehicle ofFIG. 1 including an engine system, a clutch, an accessory drive, an electromechanical transmission, a pump system, an energy storage system, and one or more driven axles, according to an exemplary embodiment.
• FIG. 8 is a front, left perspective view of a component layout of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIG. 9 is a front, right perspective view of the component layout of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIG. 10 is a side view of the component layout of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIG. 11 is a top view of the component layout of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIG. 12 is a bottom view of the component layout of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIGS. 13 and 14 are various perspective views of the engine system, the clutch, and the accessory drive of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIGS. 15 and 16 are various perspective views of the engine system, the clutch, the accessory drive, and the electromechanical transmission of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIG. 17 is a top view of the clutch, the accessory drive, and the electromechanical transmission of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIG. 18 is a bottom perspective view of the electromechanical transmission and the pump system of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIGS. 19-26 are various detailed views of the energy storage system of the driveline ofFIG. 7, according to an exemplary embodiment.
• FIGS. 27 and 28 are various views of a user control interface within a cab of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 29 is a detailed view of a high voltage charging system of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 30 is a schematic diagram of a control system of the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 31 is a schematic diagram of an E-axle driveline in a first mode, according to an exemplary embodiment.
• FIG. 32 is a schematic diagram of the E-axle driveline ofFIG. 31 in a second mode, according to an exemplary embodiment.
• FIG. 33 is a top view of the E-axle driveline ofFIG. 31 implemented in the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 34 is a table providing different properties of the fire fighting vehicle ofFIG. 1 having the E-axle driveline ofFIGS. 31-33, according to an exemplary embodiment.
• FIG. 35 is a graph showing grade versus vehicle speed for the E-axle driveline ofFIGS. 31-33, according to an exemplary embodiment.
• FIG. 36 is a graph showing vehicle speed versus time for the E-axle driveline ofFIGS. 31-33, according to an exemplary embodiment.
• FIG. 37 is a table providing performance properties of the fire fighting vehicle ofFIG. 1 having the E-axle driveline ofFIGS. 31-33, according to an exemplary embodiment.
• FIG. 38 is a graph showing power versus vehicle speed for different grades and power consumption of the E-axle driveline ofFIGS. 31-33, according to an exemplary embodiment.
• FIG. 39 is a graph showing vehicle speed versus time for the fire fighting vehicle ofFIG. 1 having the E-axle driveline ofFIGS. 31-33, according to an exemplary embodiment.
• FIG. 40 is a schematic diagram of an EV transmission driveline in a first mode, according to an exemplary embodiment.
• FIG. 41 is a schematic diagram of the EV transmission driveline ofFIG. 40 in a second mode, according to an exemplary embodiment.
• FIG. 42 is a top view of the EV transmission driveline ofFIG. 40 implemented in the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
• FIG. 43 is a table providing different properties of the fire fighting vehicle ofFIG. 1 having the EV transmission driveline ofFIGS. 40-42, according to an exemplary embodiment.
• FIG. 44 is a graph showing tractive effort and resistance versus vehicle speed for different grades and gears of the EV transmission driveline ofFIGS. 40-42, according to an exemplary embodiment.
• FIG. 45 is a graph showing acceleration time versus vehicle speed for the fire fighting vehicle ofFIG. 1 having the EV transmission driveline ofFIGS. 40-42, according to an exemplary embodiment.
• FIG. 46 is a schematic diagram of an integrated generator/motor driveline in a first mode, according to an exemplary embodiment.
• FIG. 47 is a schematic diagram of the integrated generator/motor driveline ofFIG. 46 in a second mode, according to an exemplary embodiment.
• FIG. 48 is a top view of the integrated generator/motor driveline ofFIG. 46 implemented in the fire fighting vehicle ofFIG. 1, according to an exemplary embodiment.
DETAILED DESCRIPTION
• Before turning to the figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methodology set forth in the description or illustrated in the figures. It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting.
• According to an exemplary embodiment, a vehicle (e.g., a fire fighting vehicle, etc.) of the present disclosure includes a front axle, a rear axle, and a driveline having an engine, an electromechanical transmission, an energy storage system, a clutched accessory drive positioned between the engine and the electromechanical transmission, a subsystem (e.g., a pump system, an aerial ladder assembly, etc.) coupled to the electromechanical transmission, and at least one of the front axle or the rear axle coupled to the electromechanical transmission. In one embodiment, the driveline is configured a non-hybrid or “dual drive” driveline where electromechanical transmission does not generate energy for storage by the energy storage system. Rather, the energy storage system is chargeable from an external power source and not chargeable using the electromechanical transmission. In such a dual drive configuration, (i) the engine may mechanically drive (a) the clutched accessory drive directly and/or (b) the subsystem, the front axle, and/or the rear axle through the electromechanical transmission, (ii) the electromechanical transmission may mechanically drive (a) the clutched accessory drive, (b) the subsystem, (c) the front axle, and/or (d) the rear axle using stored energy in the energy storage system, or (iii) the engine may mechanically drive (a) the clutched accessory drive and (b) the electromechanical transmission directly and the electromechanical transmission may (a) generate electricity and (b) use the generated electricity (and, optionally, the stored electricity) to mechanically drive the subsystem, the front axle, and/or the rear axle. In another embodiment, the driveline is configured as a “hybrid” driveline where the electromechanical transmission is driven by the engine and generates energy for storage by the energy storage system.
• According to an exemplary embodiment, the driveline is designed, arranged, and packaged such that the vehicle looks and operates identical or substantially identical to a non-electrified predecessor of the vehicle (i.e., an internal combustion engine only driven predecessor). Maintaining the looks and controls between the vehicle and its predecessor allows for easier adaptation of electrified vehicles into consumer fleets by mitigating the need for operators to learn a new control interface for controlling the vehicle and learn a new component/compartment layout, which leads to increased consumer satisfaction and vehicle uptime.
• According to an exemplary embodiment, the vehicle includes a control system that is configured to operate the driveline in a plurality of modes of operations. The plurality of modes of operation (depending on whether the driveline is a “dual drive” driveline, is a “hybrid” driveline,” or operable as a “dual drive” and a “hybrid” driveline) can include a pure engine mode, a pure electric mode, a charging mode, an electric generation drive mode, a boost mode, a distributed drive mode, a roll-out mode, a roll-in mode, a stop-start mode, a location tracking mode, a scene mode, a pump-and-roll mode, and/or still other modes, as described in greater detail herein.
• According to an exemplary embodiment, the vehicle includes a charging assembly configured to interface with a charging plug to facilitate coupling the energy storage system to an external power source (e.g., a high voltage power source, etc.). The charging assembly includes a charging port, a retainer, and a disconnect system. The charging port is configured to interface with (e.g., receive, etc.) a charging interface of the charging plug and the retainer is configured to interface with a retaining interface (e.g., a latch, etc.) of the plug to prevent inadvertent disengagement of the charging interface from the charging port. Such retention, however, can lead to instances where an operator forgets to disconnect the charging plug from the charging assembly and drives away, but the charging plug does not disconnect, potentially causing damage to the charging plug and/or the external power source, as well as potentially causing a high voltage output being exposed to the surrounding environment. In some embodiments, the disconnect system includes one or more actuators controllable by the control system to facilitate ejecting the charging plug under various circumstances. In some embodiments, the control system is configured to prevent the vehicle from starting and/or driving away if the charging plug is connected thereto. In some embodiments, the control system is configured to prepare the vehicle to respond to a scene by performing a start sequence and/or ejecting the charging plug without requiring operator input.
Overall Vehicle
• According to the exemplary embodiment shown inFIGS. 1-6, a machine, shownvehicle10, is configured as a fire fighting vehicle. In the embodiment shown, the fire fighting vehicle is a pumper fire truck. In another embodiment, the fire fighting vehicle is an aerial ladder truck. The aerial ladder truck may include a rear-mount aerial ladder or a mid-mount aerial ladder. In some embodiments, the aerial ladder truck is a quint fire truck. In other embodiments, the aerial ladder truck is a tiller fire truck. In still another embodiment, the fire fighting vehicle is an airport rescue fire fighting (“ARFF”) truck. In various embodiments, the fire fighting vehicle (e.g., a quint, a tanker, an ARFF, etc.) includes an on-board water storage tank, an on-board agent storage tank, and/or a pumping system. In other embodiments, the fire fighting vehicle is still another type of fire fighting vehicle. In an alternative embodiment, thevehicle10 is another type of vehicle other than a fire fighting vehicle. For example, thevehicle10 may be a refuse truck, a concrete mixer truck, a military vehicle, a tow truck, an ambulance, a farming machine or vehicle, a construction machine or vehicle, and/or still another vehicle.
• As shown inFIGS. 1-26, thevehicle10 includes a chassis, shown as aframe12; a plurality of axles, shown asfront axle14 andrear axle16, supported by theframe12 and that couple a plurality of tractive elements, shown aswheels18, to theframe12; a cab, shown asfront cabin20, supported by theframe12; a body assembly, shown as arear section30, supported by theframe12 and positioned rearward of thefront cabin20; and a driveline (e.g., a powertrain, a drivetrain, an accessory drive, etc.), shown asdriveline100. While shown as including a singlefront axle14 and a singlerear axle16, in other embodiments, thevehicle10 includes twofront axles14 and/or tworear axles16. In an alternative embodiment, the tractive elements are otherwise structured (e.g., tracks, etc.).
• According to an exemplary embodiment, thefront cabin20 includes a plurality of body panels coupled to a support (e.g., a structural frame assembly, etc.). The body panels may define a plurality of openings through which an operator accesses an interior24 of the front cabin20 (e.g., for ingress, for egress, to retrieve components from within, etc.). As shown inFIGS. 1, 2, 4, and 5, thefront cabin20 includes a plurality of doors, shown asdoors22, positioned over the plurality of openings defined by the plurality of body panels. Thedoors22 may provide access to the interior24 of thefront cabin20 for a driver and/or passengers of thevehicle10. Thedoors22 may be hinged, sliding, or bus-style folding doors.
• Thefront cabin20 may include components arranged in various configurations. Such configurations may vary based on the particular application of thevehicle10, customer requirements, or still other factors. Thefront cabin20 may be configured to contain or otherwise support a number of occupants, storage units, and/or equipment. For example, thefront cabin20 may provide seating for an operator (e.g., a driver, etc.) and/or one or more passengers of thevehicle10. Thefront cabin20 may include one or more storage areas for providing compartmental storage for various articles (e.g., supplies, instrumentation, equipment, etc.). The interior24 of thefront cabin20 may further include a user interface (e.g.,user interface820, etc.). The user interface may include a cabin display and various controls (e.g., buttons, switches, knobs, levers, joysticks, etc.). In some embodiments, the user interface within theinterior24 of thefront cabin20 further includes touchscreens, a steering wheel, an accelerator pedal, and/or a brake pedal, among other components. The user interface may provide the operator with control capabilities over the vehicle10 (e.g., direction of travel, speed, etc.), one or more components ofdriveline100, and/or still other components of thevehicle10 from within thefront cabin20.
• In some embodiments, therear section30 includes a plurality of compartments with corresponding doors positioned along one or more sides (e.g., a left side, right side, etc.) and/or a rear of therear section30. The plurality of compartments may facilitate storing various equipment such as oxygen tanks, hoses, axes, extinguishers, ladders, chains, ropes, straps, boots, jackets, blankets, first-aid kits, and/or still other equipment. One or more of the plurality of compartments may include various storage apparatuses (e.g., shelving, hooks, racks, etc.) for storing and organizing the equipment.
• In some embodiments (e.g., when thevehicle10 is an aerial ladder truck, etc.), therear section30 includes an aerial ladder assembly. The aerial ladder assembly may have a fixed length or may have one or more extensible ladder sections. The aerial ladder assembly may include a basket or implement (e.g., a water turret, etc.) coupled to a distal or free end thereof. The aerial ladder assembly may be positioned proximate a rear of the rear section30 (e.g., a rear-mount fire truck) or proximate a front of the rear section30 (e.g., a mid-mount fire truck).
• In some embodiments (e.g., when thevehicle10 is an ARFF truck, a tanker truck, a quint truck, etc.), therear section30 includes one or more fluid tanks. By way of example, the one or more fluid tanks may include a water tank and/or an agent tank. The water tank and/or the agent tank may be corrosion and UV resistant polypropylene tanks. In a municipal fire truck implementation (i.e., a non-ARFF truck implementation), the water tank may have a maximum water capacity ranging between 50 and 1000 gallons (e.g., 50, 100, 150, 200, 250, 300, 350, 400, 450, 500, 550, 600, 650, 700, 750, 800, 850, 900, 950, 1000, etc. gallons). In an ARRF truck implementation, the water tank may have a maximum water capacity ranging between 1,000 and 4,500 gallons (e.g., at least 1,250 gallons; between 2,500 gallons and 3,500 gallons; at most 4,500 gallons; at most 3,000 gallons; at most 1,500 gallons; etc.). The agent tank may have a maximum agent capacity ranging between 25 and 750 gallons (e.g., 25, 50, 75, 100, 150, 200, 250, 300, 350, 400, 450, 500, 550, 600, 650, 700, 750, etc. gallons). According to an exemplary embodiment, the agent is a foam fire suppressant, an aqueous film forming foam (“AFFF”). A low-expansion foam, a medium-expansion foam, a high-expansion foam, an alcohol-resistant foam, a synthetic foam, a protein-based foams, a fluorine-free foam, a film-forming fluoro protein (“FFFP”) foam, an alcohol resistant aqueous film forming foam (“AR-AFFF”), and/or still another suitable foam or a foam yet to be developed. The capacity of the water tank and/or the agent tank may be specified by a customer. It should be understood that water tank and the agent tank configurations are highly customizable, and the scope of the present disclosure is not limited to a particular size or configuration of the water tank and the agent tank.
Driveline
• As shown inFIGS. 1-26, thedriveline100 includes an engine assembly, shown asengine system200, coupled to theframe12; a clutched transmission accessory drive (“TAD”) including a first component, shown asclutch300, coupled to theengine system200 and a second component (e.g., an accessory module, etc.), shown asTAD400, coupled to the clutch300; an electromechanical transmission or electromechanical transmission device (“ETD”), shown asETD500, coupled to theTAD400; one or more subsystems including a first subsystem, shown aspump system600, coupled to theframe12 and theETD500; and an on-board energy storage system (“ESS”), shown asESS700, coupled to theframe12 and electrically coupled to theETD500. According to an exemplary embodiment, theengine system200, the clutch300, theETD500, and/or theESS700 are controllable to drive thevehicle10, theTAD400, thepump system600, and/or other accessories or components of the vehicle10 (e.g., an aerial ladder assembly, etc.).
• In one embodiment, thedriveline100 is configured or selectively operable as a non-hybrid or “dual drive” driveline where theETD500 is configured or controlled such that theETD500 does not generate electricity for storage in theESS700. By way of example, thedriveline100 may be operable in a pure electric mode where theengine system200 is turned off and theETD500 uses stored energy from theESS700 to drive one or more component of the vehicle10 (e.g., thefront axle14, therear axle16, thepump system600, an aerial ladder assembly, theTAD400, etc.). By way of another example, thedriveline100 may be operable in a pure engine mode where theETD500 functions as a mechanical conduit or power divider between theengine system200 and one or more components of the vehicle10 (e.g., thefront axle14, therear axle16, thepump system600, an aerial ladder assembly, etc.) when theengine system200 is in operation. By way of yet another example, thedriveline100 may be operable in an electric generation drive mode where theengine system200 drives theETD500 to generate electricity and theETD500 uses the generated electricity to drive one or more component of the vehicle10 (e.g., thefront axle14, therear axle16, thepump system600, an aerial ladder assembly, etc.). By way of yet another example, thedriveline100 may be operable in a boost mode that is similar to the electric generation drive mode, but theETD500 draws additional power from theESS700 to supplement the generated electricity. By way of still yet another example, thedriveline100 may be operable in distributed drive mode where both theengine system200 and theETD500 are simultaneously operable to drive one or more components of the vehicle10 (i.e., theengine system200 consumes fuel in a fuel tank and theETD500 consumes stored energy in the ESS700). For example, theengine system200 may drive theTAD400 and theETD500 may drive thefront axle14, therear axle16, thepump system600, and/or an aerial ladder assembly. In such operation, theETD500 may include an ETD clutch that facilitates decoupling theETD500 from theTAD400. In another embodiment, thedriveline100 is configured or selectively operable as a “hybrid” driveline where theETD500 is configured or controlled such that theETD500 generates electricity for storage in theESS700. By way of example, thedriveline100 may be operable in a charging mode where theengine system200 drives theETD500 to generate electricity for storage in theESS700 and, optionally, to power one or more electrically-operated accessories or components of thevehicle10 and/or for use by theETD500 to drive one or more component of the vehicle10 (e.g., thefront axle14, therear axle16, thepump system600, an aerial ladder assembly, etc.).
Engine System
• As shown inFIGS. 3 and 8-12, theengine system200 is coupled to theframe12 and positioned beneath thefront cabin20. In another embodiment, theengine system200 is otherwise positioned (e.g., beneath or within therear section30, etc.). As shown inFIGS. 13-16, theengine system200 includes a prime mover, shown asengine202, and a first cooling assembly, shown asengine cooling system210. According to an exemplary embodiment, theengine202 is a compression-ignition internal combustion engine that utilizes diesel fuel. In alternative embodiments, theengine202 is a spark-ignition engine that utilizes one of a variety of fuel types (e.g., gasoline, compressed natural gas, propane, etc.).
• As shown inFIGS. 13-16, theengine202 includes a first interface (e.g., a first output, etc.), shown asclutch interface204, coupled to the clutch300 (e.g., an input shaft thereof, etc.) and a second interface (e.g., a second output, etc.), shown ascooling system interface206, coupled to theengine cooling system210. According to an exemplary embodiment, the clutch300 is controllable (e.g., engaged, disengaged, etc.) to facilitate selectively mechanically coupling theengine202 to and selectively mechanically decoupling theengine202 from theTAD400. Accordingly, theengine202 may be operated to drive theTAD400 when the clutch300 is engaged to couple theengine202 to theTAD400. According to an exemplary embodiment, theengine cooling system210 includes various components such as a fan, a pulley assembly, a radiator, conduits, etc. to provide cooling to theengine202. The fan may be coupled to thecooling system interface206 of the engine202 (e.g., directly, indirectly via a pulley assembly, etc.) and driven thereby.
Accessory Drive
• As shown inFIGS. 13-17, theTAD400 includes (i) a base or frame, shown asaccessory base402, coupled to a housing, shown asclutch housing302, of the clutch300, (ii) a pulley assembly, shown asaccessory pulley assembly404, coupled to (e.g., supported by, extending from, etc.) theaccessory base402, and (iii) a plurality of accessories, shown asaccessories412, coupled to theaccessory pulley assembly404 and supported by theaccessory base402. Theaccessory pulley assembly404 includes a plurality of pulleys, shown asaccessory pulleys406, coupled to theaccessory base402 and theaccessories412; a belt, shown asaccessory belt408; and an input pulley, shown as drivepulley410, coupled to (i) the clutch300 (e.g., an output shaft thereof, etc.) and (ii) the accessory pulleys406 by theaccessory belt408. Accordingly, thedrive pulley410 can be selectively driven by theengine202 through the clutch300 and, thereby, theengine202 can selectively drive theaccessory pulley assembly404 to drive theaccessories412. According to an exemplary embodiment, theaccessories412 include an air-conditioning compressor, an air compressor, a power steering pump, and/or an alternator. In some embodiments, the accessories include additional, fewer, and/or different accessories that are capable of being mechanically driven.
Electromechanical Transmission Device
• As shown inFIGS. 4, 5, 8, 9, 11, and 12, theETD500 is coupled to theframe12 and positioned beneath thefront cabin20, rearward of theengine202, the clutch300, and theTAD400. In another embodiment, theETD500 is otherwise positioned (e.g., beneath or within therear section30, etc.). As shown inFIGS. 7 and 15-18, theETD500 includes a first interface (e.g., a first input/output, etc.), shown asaccessory drive interface502, coupled to the drivepulley410 of the TAD400 (e.g., via an accessory drive shaft, etc.); a second interface (e.g., a second output, etc.), shown asaxle interface504, coupled (e.g., directly, indirectly, etc.) to the front axle14 (e.g., a front differential thereof via a front drive shaft, etc.) and/or the rear axle16 (e.g., a rear differential thereof via a rear drive shaft, etc.); and a third interface (e.g., a third output, a power-take-off (“PTO”), etc.), shown assubsystem interface506, coupled to the pump system600 (e.g., via a subsystem drive shaft, etc.) and/or asecond subsystem610.
• In one embodiment, theaxle interface504 includes a single output directly coupled to thefront axle14 or therear axle16 such that only one of thefront axle14 or therear axle16 is driven. In another embodiment, theaxle interface504 includes two separate outputs, one directly coupled to each of thefront axle14 and therear axle16 such that both thefront axle14 and therear axle16 are driven. In some embodiments, as shown inFIG. 7, thedriveline100 includes a first power divider, shown astransfer case530, and theaxle interface504 includes a single output coupled to an input of thetransfer case530. Thetransfer case530 may include a first output coupled to thefront axle14 and a second output coupled to therear axle16 to facilitate driving thefirst axle14 and therear axle16 with theETD500. In some embodiments, as shown inFIG. 7, thedriveline100 includes a second power divider, show aspower divider540, and thesubsystem interface506 is coupled to an input of thepower divider540. Thepower divider540 may include a plurality of outputs coupled to a plurality of subsystems (e.g., thepump system600, an aerial ladder assembly, thesecond subsystem610, etc.) to facilitate selectively driving each of the plurality of subsystems with theETD500. According to an exemplary embodiment, theETD500 is configured such that thesubsystem interface506 and theaxle interface504 are speed independent. Therefore, the subsystems (e.g., thepump system600, the aerial ladder assembly, thesecond subsystem610, etc.) can be driven with theETD500 at a speed independent of the ground speed of thevehicle10.
• As shown inFIG. 7, theETD500 is electrically coupled to theESS700. According to an exemplary embodiment, such electrical connection facilitates electrically operating theETD500 using stored energy in theESS700 to drive thefront axle14, therear axle16, theTAD400, thepump system600, and/or another subsystem (e.g., the second subsystem610). In some embodiments (e.g., in embodiments where thedriveline100 is a hybrid driveline or is selectively operable as a hybrid driveline), such electrical coupling facilitates charging theESS700 with theETD500. As shown inFIGS. 7, 11, 15, and 16, theETD500 is selectively coupled to theengine202 by the clutch300 and through theTAD400. Accordingly, theETD500 may be selectively driven by theengine202 when the clutch300 is engaged. On the other hand, theETD500 may be operated using stored energy of theESS700 to back-drive theTAD400 via theaccessory drive interface502 when the clutch300 is disengaged.
• In some embodiments, theETD500 functions as a mechanical conduit or power divider, and transmits the mechanical input received from theengine202 to the pump system600 (or other subsystem(s)), thefront axle14, and/or therear axle16. In some embodiments, theETD500 uses the mechanical input to generate electricity for use by theETD500 to drive thepump system600, thefront axle14, and/or therear axle16. In some embodiments, theETD500 supplements the mechanical input using the stored energy in theESS700 to provide an output greater than the input received from theengine202. In some embodiments, theETD500 uses the mechanical input to generate electricity for storage in theESS700. In some embodiments, theETD500 in not configured to generate electricity for storage in theESS700 or is prevented from doing so (e.g., for emissions compliance, a dual drive embodiment, etc.) and, instead, theESS700 is otherwise charged (e.g., through a charging station, an external input, regenerative braking, etc.).
• According to the exemplary embodiment shown inFIG. 7, theETD500 is configured as an electromechanical infinitely variable transmission (“EMIVT”) that includes a first electromagnetic device, shown as a first motor/generator510, and a second electromagnetic device, shown as second motor/generator520. The first motor/generator510 and the second motor/generator520 may be coupled to each other via a plurality of gear sets (e.g., planetary gear sets, etc.). The EMIVT also includes one or more brakes and one or more clutches to facilitate operation of the EMIVT in various modes (e.g., a drive mode, a battery charging mode, a low-range speed mode, a high-range speed mode, a reverse mode, an ultra-low mode, etc.). In some implementations, all of such components may be efficiently packaged in a single housing with only the inputs/outputs thereof exposed.
• By way of example, the first motor/generator510 may be driven by theengine202 to generate electricity. The electricity generated by the first motor/generator510 may be used (i) to charge theESS700 and/or (ii) to power the second motor/generator520 to drive thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto. By way of another example, the second motor/generator520 may be driven by theengine202 to generate electricity. The electricity generated by the second motor/generator520 may be used (i) to charge theESS700 and/or (ii) to power the first motor/generator510 to drive thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto. By way of another example, the first motor/generator510 and/or the second motor/generator520 may be powered by theESS700 to (i) back-start the engine202 (e.g., such that an engine starter is not necessary, etc.), (ii) drive the TAD400 (e.g., when theengine202 is off, when the clutch300 is disengaged, etc.), and/or (iii) drive thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto. By way of yet another example, the first motor/generator510 may be driven by theengine202 to generate electricity and the second motor/generator520 may receive both the generated electricity from the first motor/generator510 and the stored energy in theESS700 to drive thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto. By way of yet still another example, the second motor/generator520 may be driven by theengine202 to generate electricity and the first motor/generator510 may receive both the generated electricity from the second motor/generator520 and the stored energy in theESS700 to drive thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto. By way of yet still another example, the first motor/generator510, the second motor/generator520, the plurality of gear sets, the one or more brakes, and/or the one or more clutches may be controlled such that no electricity is generated or consumed by theETD500, but rather theETD500 functions as a mechanical conduit or power divider that provides the mechanical input received from theengine202 to thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto. By way of yet still another example, theETD500 may be selectively decoupled from the TAD400 (e.g., via a clutch of the ETD500) such that theengine202 drives theTAD400 while theETD500 simultaneously uses the stored energy in theESS700 to drive thefront axle14, therear axle16, thepump system600, and/or another subsystem coupled thereto.
• In some embodiments, the first motor/generator510 and/or the second motor/generator520 are controlled to provide regenerative braking capabilities. By way of example, the first motor/generator510 and/or the second motor/generator520 may be back-driven by thefront axle14 and/or therear axle16 though theaxle interface504 during a braking event. The first motor/generator510 and/or the second motor/generator520 may, therefore, operate as a generator that generates electricity during the braking event for storage in theESS700 and/or to power electronic components of thevehicle10. In other embodiments, theETD500 does not provide regenerative braking capabilities.
• Further details regarding the components of the EMIVT and the structure, arrangement, and functionality thereof may be found in (i) U.S. Pat. No. 8,337,352, filed Jun. 22, 2010, (ii) U.S. Pat. No. 9,651,120, filed Feb. 17, 2015, (iii) U.S. Pat. No. 10,421,350, filed Oct. 20, 2015, (iv) U.S. Pat. No. 10,584,775, filed Aug. 31, 2017, (v) U.S. Patent Publication No. 2017/0370446, filed Sep. 7, 2017, (vi) U.S. Pat. No. 10,578,195, filed Oct. 4, 2017, (vii) U.S. Pat. No. 10,982,736, filed Feb. 17, 2019, and (viii) U.S. Pat. No. 11,137,053, filed Jul. 14, 2020, all of which are incorporated herein by reference in their entireties. In other embodiments, theETD500 includes a device or devices different than the EMIVT (e.g., an electronic transmission, a motor and/or generator, a motor and/or generator coupled to a transfer case, an electronic axle, etc.).
Pump System
• As shown inFIGS. 1, 2, 4-6, 8-12, and 18, thepump system600 is coupled to theframe12 and positioned in a space, shown asgap40, between thefront cabin20 and therear section30. In another embodiment, thepump system600 is otherwise positioned (e.g., within therear section30, etc.). As shown inFIGS. 1, 2, 4-6, 8-12, and 18, thepump system600 includes a frame assembly, shown aspump house602, coupled to theframe12 and a pump assembly, shown aspump604, disposed within and supported by thepump house602. As shown inFIG. 18, thepump604 includes an interface (e.g., an input, etc.), shown asETD interface606, that engages (directly or indirectly) withsubsystem interface506 of theETD500. TheETD500 may thereby drive thepump604 to pump a fluid from a source (e.g., an on-vehicle fluid source, an off-vehicle fluid source, an on-board water tank, an on-board agent tank, a fire hydrant, an open body of water, a tanker truck, etc.) to one or more fluid outlets on the vehicle10 (e.g., a structural discharge, a hose reel, a turret, a high reach extendible turret (“HRET”), etc.).
Energy Storage System
• As shown inFIGS. 1-6, 8-12, and 19-26, theESS700 includes a housing, shown assupport rack702, coupled to theframe12 and positioned in thegap40 between thefront cabin20 and therear section30, forward of thepump house602; a plurality of battery cells, shown as battery packs710, supported by thesupport rack702; an inverter system, shown asinverter assembly720, coupled to theframe12 separate from thesupport rack702 and positioned beneath thefront cabin20; a second cooling assembly, shown asESS cooling system730; a wiring assembly, shown as highvoltage wiring assembly740; and a charging assembly, shown as highvoltage charging system750, disposed along a side of thesupport rack702. In another embodiment, thesupport rack702 and/or the battery packs710 are otherwise positioned (e.g., behind thepump house602; within therear section30; between frame rails of theframe12; to achieve a desired packaging, weight balance, or cost performance of thedriveline100 and thevehicle10; etc.).
• As shown inFIGS. 20 and 21, thesupport rack702 includes a plurality of vertical supports, shown asframe members704; a plurality of horizontal supports, shown asshelving706, coupled to theframe members704 at various heights along theframe members704 and that support the battery packs710; and a top support, shown astop panel708, extending horizontally across a top end of thesupport rack702. As shown inFIGS. 22 and 23, theinverter assembly720 includes a bracket, shown asinverter bracket722, coupled to one the frame rails of theframe12 and positioned proximate the support rack702 (e.g., a front side thereof, etc.) and an inverter, shown asinverter724, coupled to and supported by theinverter bracket722. In another embodiment, theinverter724 is located on or coupled directly to thesupport rack702.
• As shown inFIGS. 3, 19-24, and 26, theESS cooling system730 includes a heat exchanger, shown as coolingradiator732, coupled to an underside of thetop panel708; a driver, shown ascooling compressor734, supported by theshelving706; and a plurality of fluid conduits, shown as coolingconduits736, fluidly coupling thecooling radiator732 and thecooling compressor734 to various components of thedriveline100 including theETD500, the battery packs710, theinverter724, and/or one or more of theaccessories412. TheESS cooling system730 may, therefore, facilitate thermally regulating (i.e., cooling) not only components of theESS700, but also other components of the vehicle10 (e.g., theETD500, theaccessories412, etc.).
• As shown inFIG. 3, thevehicle10 has an overall height H₁and thesupport rack702 has an overall height H₂that is greater than H₁such that at least a portion of the support rack702 (e.g., the top panel708) extends above thefront cabin20. Such an arrangement causes airflow above thefront cabin20 to flow directly to thecooling radiator732 to allow for maximum performance of theESS cooling system730. In other embodiments (e.g., embodiments where the battery packs710 are otherwise located or arranged, etc.), the coolingradiator732 is otherwise positioned. According to an exemplary embodiment, theESS cooling system730 is positioned separate and independent from theengine cooling system210. In other embodiments, at least a portion of the ESS cooling system730 (e.g., the coolingradiator732, etc.) is co-located with theengine cooling system210. In still other embodiments, one or more components of theESS cooling system730 and theengine cooling system210 are shared (e.g., the engine radiator and the coolingradiator732 are one in the same, etc.).
• As shown inFIGS. 23-26, the highvoltage wiring assembly740 includes a plurality of high voltage wires, shown ashigh voltage wires742, electrically connecting various electrically-operated components of thevehicle10 to the battery packs710. Specifically, as shown inFIGS. 23-25, the battery packs710 are electrically connected to theETD500, theinverter724, and the highvoltage charging system750 by thehigh voltage wires742. The battery packs710 may be charged by an external source (e.g., a high voltage power source, etc.) via the high voltage charging system750 (e.g., via a port thereof, etc.). According to an exemplary embodiment, theETD500 draws stored energy in the battery packs710 via thehigh voltage wires742 to facilitate operation thereof. In some embodiments, theETD500 does not charge the battery packs710 with energy generated thereby. In other embodiments, theETD500 is operable to charge the battery packs710 with the energy generated thereby. It should be understood that the battery packs710 may power additional components of the vehicle10 (e.g., lights, sirens, communication systems, displays, electric accessories, electric motors, etc.).
Look and Feel
• According to an exemplary embodiment, the components of thedriveline100 have been integrated into thevehicle10 in such a way that thevehicle10 looks, feels, and operates as if it were a traditional, internal combustion engine only driven vehicle. The current approach in the market relating to the electrification of fire fighting vehicles has been to re-design the vehicle entirely to accommodate the electrification components such that the resultant vehicles look substantially different from and are controlled differently from their internal combustion engine driven predecessors. Applicant has identified, however, that consumers, specifically fire fighters, are interested in adding electrified vehicles to their fleets, but they want the vehicles to remain the same as their predecessors in terms of component layout, compartment locations, operations, and aesthetic appearance. Accordingly, Applicant has engaged in an extensive research and development process to design and package the electrified components onto thevehicle10, with only minor changes relative to its internal combustion engine driven predecessors, such that thevehicle10 looks and operates like a traditional North American fire apparatus. Doing so provides various advantages, including vehicle operators do not have to be retrained on how to operate a completely new vehicle, technicians know exactly where the driveline components are located, equipment from a decommissioned vehicle can easily be transferred to an identical position on the new, electrified vehicle, etc., all which allow for easy transition and acceptance by the end users, eliminates training, and allows for increased uptime of thevehicle10.
• Specifically, thevehicle10, according to the exemplary embodiment shown inFIGS. 1-6, looks identical to its internal combustion engine driven predecessor, except for the addition of thesupport rack702 and the components supported thereby. Thepump house602 and theengine202 remain in their usual position, theETD500 is in the position where a traditional mechanical transmission would be located, thefront cabin20 and therear section30 maintain their typical structure, control layout, compartment layout, etc. However, because of the addition of theESS700 to electrify thevehicle10, the overall length L₁of thevehicle10 was extended by a length L₂to accommodate the addition of thesupport rack702 and the components supported thereby (e.g., the battery packs710, the coolingradiator732, thecooling compressor734, etc.). According to an exemplary embodiment, the length L₂is 20 inches or less (e.g., 20, 18, 16, 12, etc. inches). However, as described herein, in some embodiments, the battery packs710 are otherwise positioned and, therefore, thesupport rack702 may be eliminated. In such embodiments, thevehicle10 would appear to be identical to its internal combustion engine driven predecessor to an unknowing party.
• According to an exemplary embodiment, in addition to the overall look of thevehicle10, the operator controls have been kept as similar to its internal combustion engine driven predecessor such that vehicle starting, vehicle driving, and pumping operations are identical such that the operator has no indication that thevehicle10 is different (i.e., electrified) and, therefore, eliminates any need for training to get an already experienced operator into a position to drive and operate thevehicle10 and the components thereof. As shown inFIGS. 27 and 28, theuser interface820 within thefront cabin20 of thevehicle10 includes a plurality of buttons, dials, switches, etc. that facilitate engaging and operating thedriveline100. Specifically, theuser interface820 includes a first input (e.g., a rotary switch, etc.), shown asbattery isolation switch822, a second input (e.g., a button, a switch, etc.), shown asignition switch824, a third input (e.g., a button, a switch, etc.), shown asstart switch826, and a fourth input (e.g., a button, a switch, etc.), shown aspump switch828. Thebattery isolation switch822 can be engaged (e.g., turned, etc.) to allow stored energy within theESS700 to be accessed. Theignition switch824 can then be engaged (e.g., pressed, flipped, etc.) to make low voltage and high voltage contacts engage to activate various electric components of the vehicle10 (e.g., thefront cabin20 comes to life, the components required to start theengine202 are activated, etc.). Thestart switch826 activates theengine202 and/or theETD500 of the driveline100 (e.g., based on a mode of operation, based on the current location of thevehicle10, etc.) that facilitate driving thevehicle10 and the subsystems thereof (e.g., thepump system600, theTAD400, the aerial ladder assembly, etc.). The pump switch828 (or other subcomponent switch) can then be engaged (e.g., pressed, flipped, etc.) to start the operation thereof (e.g., drive thepump604 via theETD500, drive the aerial ladder assembly via theETD500, etc.).
High Voltage Charging System
• According to the exemplary embodiment shown inFIG. 29, the highvoltage charging system750 is configured to interface with a charging plug, shown ashigh voltage plug780, to facilitate charging the battery packs710 using electricity (e.g., having a voltage between 200 and 800 volts, etc.) received from an external power source (e.g., a wall charger, a charging station, etc.), shown as highvoltage power source790. As shown inFIG. 29, the highvoltage charging system750 includes a body, shown ashousing752, coupled to thesupport rack702; a first interface, shown as chargingport754, disposed within thehousing752 and electrically coupled to the battery packs710 by thehigh voltage wires742; a retainer, shown asdisconnect retainer756, positioned along an exterior surface of or proximate the chargingport754; and a second interface, shown as retainingport758, positioned at an end of thedisconnect retainer756 proximate thehousing752 and defining an aperture or opening that provides a pathway into thehousing752. In other embodiments, thehousing752 is otherwise positioned (e.g., positioned along a side of thefront cabin20, positioned along a side of therear section30, etc.). As shown inFIG. 29, the highvoltage charging system750 includes a cover, shown asdoor760, pivotally coupled to thehousing752 with a pivoting coupler, shown ashinge762. Thedoor760 includes a tab, shown ashandle764, that facilitates repositioning thedoor760 relative to thehousing752. Thedoor760 is positioned to selectively enclose the charging port754 (e.g., when the chargingport754 is not in use, when the battery packs710 are not being charged, etc.). In one embodiment, thehinge762 includes a biasing element (e.g., a torsional spring, etc.) that biases thedoor760 into a closed position.
• As shown inFIG. 29, thehigh voltage plug780 includes a body, shown as plug handle782, having a first interface, shown as charginginterface784, a second interface, shown as retaininglatch786, a button, shown aslatch release button788, and a charging connector, shown as chargingcable792, connecting thehigh voltage plug780 to the highvoltage power source790. The charginginterface784 is configured to interface with the chargingport754 to facilitate charging the battery packs710 with the highvoltage power source790. The retaininglatch786 is configured to insert into the retainingport758 when the charginginterface784 engages with the chargingport754. Thedisconnect retainer756 is positioned to engage with the retaininglatch786 to prevent the charginginterface784 from disengaging from the chargingport754. Thelatch release button788 is configured to facilitate a user with manually repositioning (e.g., pivoting, lifting, etc.) the retaininglatch786 into a position that releases the retaininglatch786 from thedisconnect retainer756 to allow the user to manually withdraw the charginginterface784 and the retaininglatch786 from the chargingport754 and the retainingport758, respectively, to disconnect thehigh voltage plug780 from the highvoltage charging system750.
• As shown inFIGS. 29 and 30, the highvoltage charging system750 includes a disconnect assembly, shown asdisconnect system770. According to an exemplary embodiment, thedisconnect system770 is configured to facilitate disengaging (e.g., releasing, ejecting, disconnecting, etc.) thehigh voltage plug780 from the highvoltage charging system750 without requiring the user to engage thelatch release button788. Specifically, thedisconnect system770 is configured to release the retaininglatch786 from thedisconnect retainer756 and push thehigh voltage plug780 such that the charginginterface784 and the retaininglatch786 withdraw from the chargingport754 and the retainingport758, respectively.
• As shown inFIGS. 29 and 30, thedisconnect system770 includes a sensor, shown assensor772, a first actuator, shown asrelease mechanism774, and a second actuator, shown asejector776. According to an exemplary embodiment, thesensor772 is positioned to detect whether thehigh voltage plug780 is engaged with the highvoltage charging system750 and transmit an engagement signal in response to detecting engagement therebetween. In some embodiments, thesensor772 is or includes a mechanical sensor (e.g., a switch, a contact, etc.) (i) positioned to engage with the charginginterface784 and/or the retaininglatch786 of thehigh voltage plug780 when the charginginterface784 is inserted into the chargingport754 and the retaininglatch786 is inserted into the retainingport758 and (ii) transmit the engagement signal in response to engagement therewith being detected. In some embodiments, thesensor772 is or includes an electrical sensor (e.g., a current sensor, etc.) (i) positioned to monitor current flow into the chargingport754 and/or through the high voltage wiring742 (i.e., indicating that the charginginterface784 is inserted into the charging port754) and (ii) transmit the engagement signal in response to detecting the current flow.
• According to an exemplary embodiment, therelease mechanism774 is positioned to reposition (e.g., pivot, lift, etc.) the retaininglatch786 into a release position that releases the retaininglatch786 from thedisconnect retainer756 to facilitate withdrawal of the charginginterface784 and the retaininglatch786 from the chargingport754 and the retainingport758, respectively, to disconnect thehigh voltage plug780 from the highvoltage charging system750. Therelease mechanism774 may include an actuator, a solenoid, a lever, and/or another component configured to selectively engage with the retaininglatch786 to disengage the retaininglatch786 from thedisconnect retainer756.
• According to an exemplary embodiment, theejector776 is positioned to push, spit, eject, force, or otherwise disconnect thehigh voltage plug780 from the highvoltage charging system750 such that the charginginterface784 and the retaininglatch786 disengage from the chargingport754 and the retainingport758. Theejector776 may include an actuator, a solenoid, a plunger, and/or another component configured to selectively force thehigh voltage plug780 from engagement with the highvoltage charging system750 following disengagement of the retaininglatch786 from thedisconnect retainer756 by therelease mechanism774.
• While the highvoltage charging system750 and thehigh voltage plug780 have been described herein as including only one of each of the chargingport754, thedisconnect retainer756, the retainingport758, thesensor772, therelease mechanism774, theejector776, the charginginterface784, and the retaininglatch786, respectively, in some embodiments, the highvoltage charging system750 and thehigh voltage plug780 include two or more of some or all of these components.
Control System
• According to the exemplary embodiment shown inFIG. 30, acontrol system800 for thevehicle10 includes acontroller810. In one embodiment, thecontroller810 is configured to selectively engage, selectively disengage, control, or otherwise communicate with components of thevehicle10. As shown inFIG. 30, thecontroller810 is coupled to (e.g., communicably coupled to) components of the driveline100 (e.g., theengine system200; the clutch300; theETD500; subsystems including thepump system600 and/or thesecond subsystem610 such as, for example, an aerial ladder assembly or another subsystem; theESS700; etc.), the highvoltage charging system750, theuser interface820, a first external system, shown astelematics system840, a second external system, shown as global positioning system (“GPS”)850, and one or more sensors, shown assensors860. By way of example, thecontroller810 may send and receive signals (e.g., control signals) with the components of thedriveline100, the highvoltage charging system750, theuser interface820, thetelematics system840, theGPS system850, and/or thesensors860.
• Thecontroller810 may be implemented as a general-purpose processor, an application specific integrated circuit (“ASIC”), one or more field programmable gate arrays (“FPGAs”), a digital-signal-processor (“DSP”), circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. According to the exemplary embodiment shown inFIG. 30, thecontroller810 includes aprocessing circuit812 and amemory814. Theprocessing circuit812 may include an ASIC, one or more FPGAs, a DSP, circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. In some embodiments, theprocessing circuit812 is configured to execute computer code stored in thememory814 to facilitate the activities described herein. Thememory814 may be any volatile or non-volatile computer-readable storage medium capable of storing data or computer code relating to the activities described herein. According to an exemplary embodiment, thememory814 includes computer code modules (e.g., executable code, object code, source code, script code, machine code, etc.) configured for execution by theprocessing circuit812. In some embodiments, thecontroller810 may represent a collection of processing devices. In such cases, theprocessing circuit812 represents the collective processors of the devices, and thememory814 represents the collective storage devices of the devices.
• Theuser interface820 includes a display and an operator input, according to one embodiment. The display may be configured to display a graphical user interface, an image, an icon, or still other information. In one embodiment, the display includes a graphical user interface configured to provide general information about the vehicle10 (e.g., vehicle speed, fuel level, battery level, pump performance/status, aerial ladder information, warning lights, agent levels, water levels, etc.). The graphical user interface may also be configured to display a current mode of operation, various potential modes of operation, or still other information relating to thevehicle10, thedriveline100, and/or the highvoltage charging system750. By way of example, the graphical user interface may be configured to provide specific information regarding the operation of the driveline100 (e.g., whether the clutch300 is engaged, whether theengine202 is on, whether thepump604 is in operation, etc.).
• The operator input may be used by an operator to provide commands to the components of thevehicle10, thedriveline100, the highvoltage charging system750, and/or still other components or systems of thevehicle10. As shown inFIG. 30, the operator input includes thebattery isolation switch822, theignition switch824, thestart switch826, thepump switch828, and a fifth input (e.g., a button, a switch, a soft key, etc.), shown asdisconnect button830. Thedisconnect button830 may be positioned within thefront cabin20 and/or external to the front cabin20 (e.g., on or proximate the high voltage charging system750). Therefore, thevehicle10 may includemultiple disconnect buttons830. The operator input may include one or more additional buttons, knobs, touchscreens, switches, levers, joysticks, pedals, or handles. In some instances, an operator may be able to press a button and/or otherwise interface with the operator input to command thecontroller810 to change a mode of operation for thedriveline100. The operator may be able to manually control some or all aspects of the operation of thedriveline100, the highvoltage charging system750, and/or other components of thevehicle10 using the display and the operator input. It should be understood that any type of display or input controls may be implemented with the systems and methods described herein.
• Thetelematics system840 may be a server-based system that monitors various telematics information and provides telematics data based on the telematics information to thecontroller810 of thevehicle10. TheGPS system850 may similarly be a server-based system that monitors various GPS information and provides GPS data based on the GPS information to thecontroller810 of thevehicle10. The telematics data may include an indication that thevehicle10 is being dispatched to a scene. The telematics data may additionally or alternatively include details regarding the scene such as the location of the scene, characteristics of the scene (e.g., the type of fire, the current situation, etc.), and the like. The GPS data may include an indication of a current location of thevehicle10. The GPS data and/or the telematics data may additionally or alternatively include route details between the current location of thevehicle10 and the location of the scene such as route directions, emissions regulations along the route, noise restrictions along the route, a proximity of thevehicle10 to a predetermined geofence (e.g., a roll-out geofence, a roll-in geofence, a noise restriction geofence, an emissions limiting geofence, etc.), and the like. Such telematics data and/or GPS data may be utilized by thecontroller810 to perform one or more functions described herein.
• In some embodiments, thetelematics system840 and theGPS system850 are integrated into a single system. In some embodiments, thecontroller810 is configured to function as an intermediary between thetelematics system840 and theGPS system850. By way of example, thecontroller810 may receive the telematics data from thetelematics system840 when thevehicle10 is assigned to be dispatched to a scene and, then, thecontroller810 may use the telematics data to acquire the GPS data from theGPS system850. In some embodiments, thetelematics system840 and theGPS system850 are configured to communicate directly with each other (e.g., theGPS system850 may acquire scene location information from thetelematics system840 to provide the GPS data to thecontroller810, etc.) such that thecontroller810 does not need to function as an intermediary. Thecontroller810 may receive or acquire the telematics data and/or the GPS data from thetelematics system840 and/orGPS system850 on a periodic basis, automatically, upon request, and/or in another suitable way.
• Thesensors860 may include one or more sensors that are configured to acquire sensor data to facilitate monitoring operational parameters/characteristics of the components of thedriveline100 with thecontroller810. By way of example, thesensors860 may include one or more engine sensors (e.g., a speed sensor, an exhaust gas sensor, a NO_xsensor, an O₂sensor, etc.) that are configured to facilitate monitoring operational parameters/characteristics of the engine system200 (e.g., engine speed, exhaust gas composition, NO_xlevels, O₂levels, etc.). By way of another example, thesensors860 may additionally or alternatively include one or more ETD sensors (e.g., speed sensors, voltage sensors, current sensors, etc.) that are configured to facilitate monitoring operational parameters/characteristics of the ETD500 (e.g., input speed; output speed; voltage, current, and/or power of incoming power from theESS700; voltage, current, and/or power generated by theETD500; etc.). By way of still another example, thesensors860 may additionally or alternatively include one or more subsystem sensors (e.g., speed sensors, flow rate sensors, pressure sensors, water level sensors, agent level sensors, position sensors, etc.) that are configured to facilitate monitoring operational parameters/characteristics of the pump system600 (e.g., pump speed, output fluid flow rate, output fluid pressure, water level, agent level, etc.) and/or the second subsystem610 (e.g., aerial ladder rotational position, aerial ladder horizontal length, aerial ladder vertical height, etc.). By way of still another example, thesensors860 may additionally or alternatively include one or more ESS sensors (e.g., voltage sensors, current sensors, state-of-charge (“SOC”) sensors, etc.) that are configured to facilitate monitoring operational parameters/characteristics of the ESS700 (e.g., voltage, current, and/or power of incoming power from theETD500 and/or the highvoltage charging system750; voltage, current, and/or power being output to the electrically-operated components of thevehicle10; a SOC of theESS700; etc.). In some embodiments, thecontroller810 is configured to automatically change a mode of operation for thedriveline100 and/or recommend to an operator via theuser interface820 to approve a change to the mode of operation of thedriveline100 based on the telematics data, the GPS data, and/or the sensor data.
Charging System Controls
• In some embodiments, thecontroller810 is configured to perform an auto-start sequence in response to receiving an indication that thehigh voltage plug780 is manually disconnected from the highvoltage charging system750 of thevehicle10. By way of example, thesensor772 may transmit a disengagement signal to thecontroller810 when thesensor772 detects that thehigh voltage plug780 is manually disconnected from the highvoltage charging system750 by the operator. The auto-start sequence may be or include the start sequence described herein in relation to thebattery isolation switch822, theignition switch824, and thestart switch826. Thevehicle10 may, therefore, be ready for responding shortly after thehigh voltage plug780 is disconnected and without requiring the operator to manually perform the start sequence, providing easier operation for the operator and quicker response times.
• In some embodiments, thecontroller810 is configured to eject thehigh voltage plug780 from the highvoltage charging system750 in response to receiving an eject command from the operator via thedisconnect button830. Specifically, thecontroller810 is configured to (i) activate therelease mechanism774 to reposition the retaininglatch786 of thehigh voltage plug780 into a release position that releases the retaininglatch786 from thedisconnect retainer756 and then (ii) activate theejector776 to push, spit, eject, force, or otherwise disconnect thehigh voltage plug780 from the highvoltage charging system750 such that the charginginterface784 and the retaininglatch786 disengage from the chargingport754 and the retainingport758. In some embodiments, thecontroller810 is configured to perform the auto-start sequence following the ejection of thehigh voltage plug780 in response to the eject command.
• In some embodiments, thecontroller810 is configured to prevent thevehicle10 from moving while thehigh voltage plug780 is connected to the highvoltage charging system750. In such embodiments, thecontroller810 may be configured to provide a warning notification to the operator via theuser interface820 instructing the operator to manually disconnect thehigh voltage plug780 or eject thehigh voltage plug780 via thedisconnect button830 in response to thevehicle10 being started or put into gear (e.g., drive, reverse, etc.) with thehigh voltage plug780 still connected to the highvoltage charging system750.
• In some embodiments, thecontroller810 is configured to automatically eject thehigh voltage plug780 from the highvoltage charging system750 via thedisconnect system770 in response the operator performing the start sequence (e.g., via thebattery isolation switch822, theignition switch824, and the start switch826) and/or in response to the operator putting thevehicle10 into gear (e.g., drive, reverse, etc.) with thehigh voltage plug780 still connected to the highvoltage charging system750.
• In some embodiments, thecontroller810 is configured to perform the auto-start sequence and/or automatically eject thehigh voltage plug780 from the highvoltage charging system750 via thedisconnect system770 based on the telematics data received from thetelematics system840. By way of example, the telematics data may indicate that thevehicle10 is being dispatched to a scene. Thecontroller810 may be configured to perform the auto-start sequence and/or automatically eject thehigh voltage plug780 based on the telematics data to prepare thevehicle10 for scene response without requiring the operator to perform the start sequence, manually disconnect thehigh voltage plug780, and/or eject thehigh voltage plug780 using thedisconnect button830. In embodiments where thecontroller810 is configured to perform both the auto-start sequence and automatically eject thehigh voltage plug780 based on the telematics data, thecontroller810 may (i) perform the auto-start sequence first and then eject thehigh voltage plug780, (ii) eject thehigh voltage plug780 first and then perform the auto-start sequence, or (iii) perform the auto-start sequence and eject thehigh voltage plug780 simultaneously.
• In some embodiments, thecontroller810 is configured to stop the draw of power by the battery packs710 from the highvoltage power source790 prior to ejecting thehigh voltage plug780. This may be performed by transmitting a signal to the highvoltage power source790 to stop providing power and/or by stopping the flow of power at a location between the battery packs710 and the chargingport754, at the chargingport754, or at the battery packs710.
Operational Modes
• As a general overview, thecontroller810 is configured to operate thedriveline100 in various operational modes. In some embodiments, thecontroller810 is configure to generate control signals for one or more components of thedriveline100 to transition thedriveline100 between the various operational modes in response to receiving a user input, a command, a request, etc. from theuser interface820. In some embodiments, thecontroller810 is configure to generate control signals for one or more components of thedriveline100 to transition thedriveline100 between the various operational modes based on the telematics data, the GPS data, and/or the sensor data. The various operational modes of thedriveline100 may include a pure engine mode, a pure electric mode, a charging mode, an electric generation drive mode, a boost mode, a distributed drive mode, a roll-out mode, a roll-in mode, a stop-start mode, a location tracking mode, a scene mode, a pump-and-roll mode, and/or still other modes. In some embodiments, two or more modes may be active simultaneously. In some embodiments (e.g., in embodiments where thedriveline100 is a “dual drive” driveline that is not operable as a “hybrid” driveline, etc.), thedriveline100 is not operable in the charging mode of operation.
Pure Engine Mode
• Thecontroller810 may be configured to operate thevehicle10 in a pure engine mode of operation. To initiate the pure engine mode of operation, thecontroller810 is configured to engage the clutch300 to couple (i) theengine202 to theTAD400 and (ii) theengine202 to theETD500. Theengine202 may, therefore, provide a mechanical output (e.g., based on a control signal from thecontroller810, based on an input received from an accelerator pedal, etc.) to theTAD400 to operate theaccessories412 and/or theETD500. During the pure engine mode of operation, thecontroller810 is configured to control theETD500 such that theETD500 functions as a mechanical conduit or power divider between (i) theengine202 and (ii) one or more other components of thedriveline100 including (a) thefront axle14 and/or therear axle16 and/or (b) the vehicle subsystem(s) including thepump system600 and/or the second subsystem610 (e.g., an aerial ladder assembly, etc.). In some embodiments, theETD500 is not configured to generate electricity based on a mechanical input received from theengine202. In some embodiments, theETD500 is configured to generate electricity based on a mechanical input received from theengine202, however, thecontroller810 is configured to control theETD500 such that theETD500 does not generate electricity (e.g., for storage in theESS700, for use by theETD500, etc.) during the pure engine mode of operation.
• In some embodiments, thecontroller810 is configured to implement the pure engine mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the pure engine mode of operation in response to the SOC of theESS700 reaching or falling below a SOC threshold. In one embodiment, the SOC threshold is determined based on an amount of stored energy needed to perform one or more of the other modes of operation along the route of the vehicle10 (e.g., the roll-out mode, the roll-in mode, the location tracking mode, etc.). In another embodiment, the SOC threshold is manufacturer or owner set (e.g., 10%, 20%, 25%, 30%, 40%, etc.). In some embodiments, thecontroller810 is configured to prevent the pure engine mode of operation from being engaged (e.g., when thevehicle10 is within a roll-out geofence, when thevehicle10 is within a roll-in geofence, when thevehicle10 is within a noise restriction geofence, when thevehicle10 is within an emissions limiting geofence, regardless of the SOC of theESS700, etc.).
Pure Electric Mode
• Thecontroller810 may be configured to operate thevehicle10 in a pure electric mode of operation. To initiate the pure electric mode of operation, thecontroller810 is configured to (i) turn off the engine202 (if theengine202 is on) and (ii) disengage the clutch300 (if the clutch300 is engaged) to decouple theengine202 from the remainder of the driveline100 (e.g., theTAD400, theETD500, etc.). During the pure electric mode of operation, theETD500 is configured to draw and use power from theESS700 to provide a mechanical output (e.g., based on a control signal from thecontroller810, based on an input received from an accelerator pedal, etc.) to (i) theTAD400 to operate theaccessories412 and/or (ii) one or more other components of thedriveline100 including (a) thefront axle14 and/or therear axle16 and/or (b) the vehicle sub system(s) including thepump system600 and/or the second subsystem610 (e.g., an aerial ladder assembly, etc.).
• In some embodiments, thecontroller810 is configured to implement the pure electric mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the pure electric mode of operation in response to the SOC of theESS700 being above the SOC threshold (e.g., to provide increased fuel efficiency, to reduce noise pollution, etc.). In one embodiment, the SOC threshold is determined based on an amount of stored energy needed to perform one or more of the other modes of operation along the route of the vehicle10 (e.g., the roll-out mode, the roll-in mode, the location tracking mode, etc.). In some embodiments, thecontroller810 is configured to implement the pure electric mode of operation regardless of the SOC of the ESS700 (e.g., when thevehicle10 is within a roll-out geofence, when thevehicle10 is within a roll-in geofence, when thevehicle10 is within a noise restriction geofence, when thevehicle10 is within an emissions limiting geofence, etc.).
Charging Mode
• Thecontroller810 may be configured to operate thevehicle10 in a charging mode of operation. To initiate the charging mode of operation, thecontroller810 is configured to engage the clutch300 to couple (i) theengine202 to theTAD400 and (ii) theengine202 to theETD500. Theengine202 may, therefore, provide a mechanical output (e.g., based on a control signal from thecontroller810, based on an input received from an accelerator pedal, etc.) to theTAD400 to operate theaccessories412 and/or theETD500. During the charging mode of operation, thecontroller810 is configured to control theETD500 such that theETD500 functions at least partially as a generator. Specifically, theengine202 provides a mechanical input to theETD500 and theETD500 converts the mechanical input into electricity. TheETD500 may be configured to provide the generated electricity to theESS700 to charge theESS700 and, optionally, (i) provide the generated electricity to power one or more electrically-operated accessories or components of thevehicle10 and/or (ii) use the generated electricity to operate theETD500 at least partially as a motor to drive one or more component of thedriveline100 including thefront axle14, therear axle16, thepump system600, and/or thesecond subsystem610.
• In some embodiments, thecontroller810 is configured to implement the charging mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the charging mode of operation in response to the SOC of theESS700 being below the SOC threshold. In some embodiments, thecontroller810 is configured to implement the charging mode of operation only when thevehicle10 is stationary and/or parked (e.g., at a scene, at the fire house, etc.). In such embodiments, theETD500 may not function as a motor during the charging mode of operation. Alternatively, theETD500 may function as a motor during the charging mode of operation to drive the subsystems (e.g., thepump system600, thesecond subsystem610, etc.).
Electric Generation Drive Mode
• Thecontroller810 may be configured to operate thevehicle10 in an electric generation drive mode of operation. In the electric generation drive mode of operation, (i) theengine202 is configured to consume fuel from a fuel tank to drive one or more components of thedriveline100 and (ii) theETD500 is configured to generate electricity to drive one or more components of thedriveline100. To initiate the electric generation drive mode of operation, thecontroller810 is configured to engage the clutch300 to couple (i) theengine202 to theTAD400 and (ii) theengine202 to theETD500. During the electric generation drive mode, (i) theengine202 drives theTAD400 and theETD500 through the clutch300 using fuel and (ii) the ETD500 (a) generates electricity based on the mechanical input from theengine202 and (b) uses the generated electricity to drive thefront axle14, therear axle16, thepump system600, and/or thesecond subsystem610.
• In some embodiments, thecontroller810 is configured to implement the electric generation drive mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the electric generation drive mode of operation in response to the SOC of theESS700 being below the SOC threshold.
Boost Mode
• Thecontroller810 may be configured to operate thevehicle10 in a boost mode of operation. To initiate the boost mode of operation, thecontroller810 is configured to engage the clutch300 to couple (i) theengine202 to theTAD400 and (ii) theengine202 to theETD500. During the boost mode, (i) theengine202 drives theTAD400 and theETD500 through the clutch300 using fuel and (ii) the ETD500 (a) generates electricity based on the mechanical input from theengine202 and (b) uses the generated electricity and the stored energy in theESS700 to drive thefront axle14, therear axle16, thepump system600, and/or thesecond subsystem610. Such combined energy generation and energy draw facilitates “boosting” the output capabilities of theETD500.
• In some embodiments, thecontroller810 is configured to implement the boost mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the boost mode of operation in response to a need for additional output from the ETD500 (and if there is sufficient SOC in the ESS700) to drive thefront axle14, therear axle16, thepump system600, and/or thesecond subsystem610.
Distributed Drive Mode
• In some embodiments, theETD500 includes an ETD clutch that facilitates decoupling theETD500 from theTAD400 and, therefore, decoupling theETD500 from theengine202 when the clutch300 is engaged. In such embodiments, thecontroller810 may be configured to operate thevehicle10 in a distributed drive mode of operation. To initiate the distributed drive mode of operation, thecontroller810 is configured to engage the clutch300 to couple theengine202 to theTAD400 and disengage the ETD clutch to disengage theETD500 from theengine202 and theTAD400. During the distributed drive mode, (i) theengine202 drives theTAD400 through the clutch300 using fuel and (ii) theETD500 drives thefront axle14, therear axle16, thepump system600, and/or thesecond subsystem610 using stored energy in theESS700.
• In some embodiments, thecontroller810 is configured to implement the distributed drive mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the distributed drive mode of operation to reduce a load on theengine202 and/or theETD500 by distributing component driving responsibilities.
Roll-Out Mode
• Thecontroller810 may be configured to operate thevehicle10 in a roll-out mode of operation. For the roll-out mode of operation, thecontroller810 is configured to operate thedriveline100 similar to the pure electric mode of operation. More specifically, thecontroller810 is configured to start thevehicle10 and operate the components of the driveline100 (e.g., theTAD400, thefront axle14, therear axle16, thepump system600, thesecond subsystem610, etc.) with theETD500 while theengine202 is off until a roll-out condition it met. Once the roll-out condition is met, thecontroller810 is configured to transition thedriveline100 to the pure electric mode, the pure engine mode, the charging mode, the electric generation drive mode, the boost mode, the distributed drive mode, the scene mode, or still another suitable mode depending on the current state of the vehicle10 (e.g., SOC of theESS700, etc.) and/or the location of the vehicle10 (e.g., en route to the scene, at the scene, in a noise reduction zone, in an emission free/reduction zone, etc.). The roll-out condition may be or include (i) thevehicle10 traveling a predetermined distance or being outside of a roll-out geofence (e.g., indicated by the telematics data, the GPS data, etc.), (ii) thevehicle10 reaching a certain speed, (iii) thevehicle10 reaching a certain location (e.g., a scene, etc.; indicated by the telematics data, the GPS data, etc.), (iv) thevehicle10 being driven for a period of time, (v) the SOC of theESS700 reaching or falling below the SOC threshold, and/or (vi) the operator selecting a different mode of operation. The roll-out mode of operation may facilitate preventing combustion emissions of theengine202 filling the fire station, hanger, or other indoor or ventilation-limited location where thevehicle10 may be located upon startup and take-off. For example, when in the roll-out mode of operation, thevehicle10 may begin transportation to the scene without requiring startup of theengine202. Theengine202 may then be started after thevehicle10 has already begun transportation to the scene (if necessary).
• In some embodiments, thecontroller810 is configured to implement the roll-out mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the roll-out mode of operation in response to the telematics data and/or the GPS data indicating that (i) thevehicle10 has been selected to respond to a scene and/or (ii) thevehicle10 is inside of a roll-out geofence (e.g., inside or proximate a fire station, a hanger, another vehicle storage location that is indoors, a location with limited ventilation, etc.). In some embodiments, thecontroller810 is configured to implement the roll-out mode of operation regardless of the SOC of theESS700, so long as the SOC of theESS700 is sufficient to complete the roll-out operation (e.g., which may be to simply drive out of the fire house or other minimal distance). In some embodiments, thecontroller810 is configured to implement the roll-out mode only if the SOC of theESS700 is above a first SOC threshold and maintain operating thedriveline100 in the pure electric mode of the operation until the SOC of theESS700 reaches or falls below a second SOC threshold that is different than (e.g., greater than, less than, etc.) the first SOC threshold. By way of example, the first SOC threshold may be 40% and the second SOC threshold may be 20%.
Roll-In Mode
• Thecontroller810 may be configured to operate thevehicle10 in a roll-in mode of operation. For the roll-in mode of operation, thecontroller810 is configured to operate thedriveline100 similar to the pure electric mode of operation. More specifically, thecontroller810 is configured to turn off the engine202 (if already on) and operate the components of the driveline100 (e.g., theTAD400, thefront axle14, therear axle16, thepump system600, thesecond subsystem610, etc.) with theETD500 while theengine202 is off when a roll-in condition is present. When the roll-in condition is present, thecontroller810 is configured to transition thedriveline100 from whatever mode thedriveline100 is currently operating in to the roll-in mode. The roll-in condition may be or include (i) thevehicle10 entering a roll-in geofence (e.g., indicated by the telematics data, the GPS data, etc.), (ii) thevehicle10 reaching a certain location (e.g., a fire house, a hanger, a location where thevehicle10 is indoors or where ventilation to the outside is limited, etc.; indicated by the telematics data, the GPS data, etc.), and/or (iii) the operator selecting the roll-in mode of operation. The roll-in mode of operation may facilitate preventing combustion emissions of theengine202 filling the fire station or other location where ventilation may be limited.
• In some embodiments, thecontroller810 is configured to implement the roll-in mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the roll-in mode of operation in response to the telematics data and/or the GPS data indicating that thevehicle10 is inside of a roll-in geofence (e.g., inside or proximate a fire station, a hanger, another vehicle storage location that is indoors, a location with limited ventilation, etc.). In some embodiments, thecontroller810 is configured to implement the roll-in mode of operation regardless of the SOC of theESS700, so long as the SOC of theESS700 is sufficient to complete the roll-in operation (e.g., which may be to simply drive into the fire house or other minimal distance).
Location Tracking Mode
• Thecontroller810 may be configured to operate thevehicle10 in a location tracking mode of operation. For the location tracking mode of operation, thecontroller810 is configured to (i) monitor the telematics data and/or the GPS data as thevehicle10 is driving and (ii) switch thedriveline100 between (a) a first mode of operation where theengine202 is used (e.g., the pure engine mode of operation, the electric generation drive mode of operation, the charging mode of operation, the boost mode of operation, the distributed drive mode of operation, etc.) and (b) a second mode of operation where theengine202 is not used (e.g., the pure electric mode of operation, the roll-out mode of operation, the roll-in mode of operation, etc.) based on the telematics data and/or the GPS data.
• By way of example, the GPS data and/or the telematics data may include route details (i) between the current location of thevehicle10 and a location ahead of thevehicle10 or (ii) along a planned route of thevehicle10. The route details may indicate emissions regulations and/or noise restriction information ahead of thevehicle10 and/or along the planned route of thevehicle10. Thecontroller810 may, therefore, be configured to monitor the location of thevehicle10 and transition thedriveline100 from the first mode of operation where theengine202 is used to the second mode of operation where theengine202 is not used in response to thevehicle10 approaching and/or entering an emission-restricted and/or noise-restricted zone (e.g., a roll-out geofence, a roll-in geofence, a noise restriction geofence, an emissions limiting geofence, etc.) to reduce or eliminate emissions and/or noise pollution emitted from thevehicle10 due to operation of theengine202. Thecontroller810 may then be configured to transition thedriveline100 back to the first mode of operation where theengine202 is used after leaving the emission-restricted and/or noise-restricted zone. During the location tracking mode of operation, thecontroller810 may, therefore, forecast future electric consumption needs and manage the SOC of theESS700 to ensure enough SOC is saved or regenerated to accommodate the electric consumption needs of thevehicle10 along the route.
• In some embodiments, thecontroller810 is configured to implement the location tracking mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the location tracking mode of operation each time thevehicle10 is turned on (e.g., if approved by the owner, etc.).
Stop-Start Mode
• Thecontroller810 may be configured to operate thevehicle10 in a stop-start mode of operation. For the stop-start mode of operation, thecontroller810 is configured to transition thedriveline100 between (i) a first mode of operation where theengine202 is used (e.g., the pure engine mode of operation, the electric generation drive mode of operation, the charging mode of operation, the boost mode of operation, the distributed drive mode of operation, etc.) and (ii) a second mode of operation where theengine202 is not used (e.g., the pure electric mode of operation, etc.) in response to a stopping event. By way of example, thecontroller810 may be configured to monitor for stopping events and then, if thevehicle10 stays stationary for more than a time threshold (e.g., one, two, three, four, etc. seconds), turn off theengine202 if thedriveline100 is currently operating in the first mode of operation where theengine202 is used. Thecontroller810 may then be configured to initiate the second mode of operation where theengine202 is not used (e.g., the pure electric mode of the operation, etc.) for the subsequent take-off (e.g., in response to an accelerator pedal input, etc.). Thecontroller810 may be configured to transition thedriveline100 back to the first mode of operation in response to a transition condition. The transition condition may be or include (i) thevehicle10 traveling a predetermined distance, (ii) thevehicle10 reaching a certain speed, (iii) thevehicle10 being driven for a period of time, (iv) the SOC of theESS700 reaching or falling below the SOC threshold, and/or (v) the operator selecting the first mode of operation.
• In some embodiments, thecontroller810 is configured to implement the stop-start mode of operation in response to a request from the operator of thevehicle10 via theuser interface820. In some embodiments, thecontroller810 is configured to implement the stop-start mode of operation each time thevehicle10 is turned on (e.g., if approved by the owner, etc.). In some embodiments, thecontroller810 is configured to implement the stop-start mode of operation only if the SOC of theESS700 is above the SOC threshold.
Scene Mode
• Thecontroller810 may be configured to operate thevehicle10 in a scene mode of operation. For the scene mode of operation, thecontroller810 is configured to control theETD500 to drive the subsystems including thepump system600 and/or thesecond subsystem610. In one embodiment, thecontroller810 is configured to operate thedriveline100 in the pure engine mode of operation to provide the scene mode of operation. In some embodiments, the pure engine mode of operation is used regardless of the level of SOC of theESS700. In another embodiment, thecontroller810 is configured to operate thedriveline100 in the pure electric mode of operation to provide the scene mode of operation. In such an embodiment, the use of the pure electric mode may be dependent upon the SOC of theESS700 being above a SOC threshold. In other embodiments, thecontroller810 is configured to operate thedriveline100 in the electric generation drive mode of operation, the boost mode of operation, the distributed drive mode of operation, or the charging mode of operation to provide the scene mode of operation.
• In some embodiments, thecontroller810 is configured to implement the scene mode of operation in response to a request from the operator of thevehicle10 via the user interface820 (e.g., to engage thepump system600, thesecond subsystem610, etc.). In some embodiments, thecontroller810 is configured to implement the scene mode of operation automatically upon detecting that thevehicle10 arrived at the scene (e.g., based on the GPS data, etc.). In some embodiments, thecontroller810 is configured to implement the scene mode of operation only if thevehicle10 is in a park state. When leaving the scene, thecontroller810 may be configured to implement the roll-out mode of operation, the pure electric mode of operation, the pure engine mode of operation, the electric generation drive mode of operation, the boost mode of operation, the distributed drive mode of operation, or the charging mode of operation dependent upon operational needs along the route back to the station and/or the current state of the vehicle10 (e.g., the SOC of theESS700, roll-in requirements, noise restrictions, emissions restrictions, etc.).
Pump-and-Roll Mode
• Thecontroller810 may be configured to operate thevehicle10 in a pump-and-roll mode of operation. For the pump-and-roll mode of operation, thecontroller810 is configured to control theETD500 to (i) drive the subsystems including thepump system600 and/or thesecond subsystem610 and (ii) thefront axle14 and/or therear axle16, simultaneously. In one embodiment, thecontroller810 is configured to operate thedriveline100 in the pure engine mode of operation to provide the pump-and-roll mode of operation. In some embodiments, the pure engine mode of operation is used regardless of the level of SOC of theESS700. In another embodiment, thecontroller810 is configured to operate thedriveline100 in the pure electric mode of operation to provide the pump-and-roll mode of operation. In such an embodiment, the use of the pure electric mode may be dependent upon the SOC of theESS700 being above a SOC threshold. In other embodiments, thecontroller810 is configured to operate thedriveline100 in the electric generation drive mode of operation, the boost mode of operation, the distributed drive mode of operation, or the charging mode of operation to provide the pump-and-roll mode of operation. In some embodiments, thecontroller810 is configured to implement the pump-and-roll mode of operation in response to a request from the operator of thevehicle10 via the user interface820 (e.g., to engage thepump system600 and/or thesecond subsystem610 while driving thevehicle10, an accelerator pedal input while pumping, etc.).
Transition Between Electric Drive and Engine Drive Operations
• Thecontroller810 may be configured to operate thevehicle10 to seamlessly transition between (i) a first mode of operation where theengine202 is not providing an input to the ETD500 (e.g., the pure electric mode, the distributed drive mode, etc.) and (ii) a second mode of operation where theengine202 is providing an input to the ETD500 (e.g., the pure engine mode, the charging mode, the electric generation drive mode, the boost mode, etc.). Specifically, thecontroller810 may be configured to control the mode transition to provide seamless power delivery, whether to the ground (e.g., thefront axle14 and/or the rear axle16) or to PTO driven components (e.g., thepump system600, thesecond subsystem610, the aerial ladder assembly, etc.) to allow continuous, uninterrupted operation. The ability to seamlessly transition modes on thevehicle10 is particularly important to meet the operational mission profile that such a vehicle is expected to deliver.
• By way of example, thecontroller810 may be configured transition from the first mode of operation (i.e., where no input is provided by theengine202 to the ETD500) to the second mode of operation (i.e., where an input is provided by theengine202 to the ETD500), or vice versa, in response to a transition condition. As described above, the transition condition(s) may be or include the SOC of theESS700 reaching a minimum SOC threshold, an operator transition command, a roll-out geofence, a roll-in geofence, an emissions limiting geofence, a noise restriction geofence, and/or still other conditions. In response to the transition condition and to provide seamless transition from the first mode to the second mode, thecontroller810 may be configured to (i) start the engine202 (if off), (ii) adjust the speed of theengine202 to match the speed of theETD500 at the input thereof, and (iii) once the speed is matched, engage the clutch300 to couple theengine202 to theETD500. In embodiments where theETD500 includes the ETD clutch, thecontroller810 may be configured to engage the clutch300 (if not already engaged) and the ETD clutch when the speed is matched. In some embodiments (e.g., embodiments where theETD500 does not charge theESS700 based on the mechanical input received from the engine202), at the moment when the clutch300 and/or the ETD clutch are engaged, thecontroller810 may be configured to control theETD500 to prevent energy from being transferred to the ESS700 (if theETD500 is being operated to generate electricity in the second mode). In some embodiments, thecontroller810 is configured to physically disconnect theESS700 from the ETD500 (e.g., by opening ESS contactors) to provide a physical barrier between theESS700 and theETD500. However, such physical disconnection would prevent charging theESS700 with theETD500 during a regenerative braking event.
Alternative Drivelines
• Referring toFIGS. 31-48, alternatives to thedriveline100 are shown, according to various embodiments. Any of the drivelines shown inFIGS. 31-48 can be implemented in thevehicle10 in place of thedriveline100. The drivelines shown inFIGS. 31-48, may be similar to the driveline100 (e.g., including front and rear axles, etc.) and can be configured to transfer mechanical energy from a source (e.g., an electric motor, an internal combustion engine, etc.) to one or more wheels, axles, systems (e.g., a pump system), ESS, etc. of thevehicle10. In some embodiments, any of the drivelines shown inFIGS. 31-48 include an internal combustion engine configured to provide mechanical energy.
• Any of the drivelines shown inFIGS. 31-48 can include a clutched TAD for providing power or mechanical energy to any of an air conditioning (“AC”) compressor, an air compressor, a power steering system or pump, an alternator, etc. Any of the drivelines shown inFIGS. 31-48 can be integrated with a battery (e.g., a 155 kW battery at a 2 Coulomb max discharge). Any of the drivelines shown inFIGS. 31-48 can be integrated with an electrical or controller area network (“CAN”) of thevehicle10. Any of the drivelines ofFIGS. 31-48 can be integrated with pump operation or controls of thevehicle10, operator interface controls of thevehicle10, or power management controls of thevehicle10.
Alternative 1—E-Axle Driveline
• Referring toFIGS. 31-33, anE-axle driveline1000 includes an internal combustion engine (“ICE”)1002, aTAD1006 including a clutch1004, anelectric motor1008, afire pump1012, anESS1010, and an E-axle1014, according to an exemplary embodiment. TheICE1002 may be the same as or similar to theengine202 as described in greater detail above. The clutch1004 and theTAD1006 may be the same as or similar to theTAD400 as described in greater detail above. Thefire pump1012 may be the same as or similar to thepump604 as described in greater detail above. TheESS1010 may be the same as or similar to theESS700 as described in greater detail above. TheE-axle driveline1000 is transitionable between an electric vehicle (EV) mode (shown inFIG. 31) and an ICE mode (shown inFIG. 32). The E-axle1014 may be between a 200 to a 400 kilowatt (kW) E-axle. In some embodiments, theE-axle1014 is a Meritor or an Allison E-axle. For example, the E-axle1014 may be an Allison AXE100D E-axle (e.g., a 310 kW E-axle). In some embodiments, theelectric motor1008 is an Avid AF240 electric motor.
• Referring particularly toFIG. 31, theE-axle driveline1000 is shown in the EV mode, according to an exemplary embodiment. TheE-axle driveline1000 can be transitioned into the EV mode by transitioning the clutch1004 into an open position or mode (e.g., a disengaged mode). When theE-axle driveline1000 is in the EV mode, theESS1010 is configured to provide electrical power to theelectric motor1008. Theelectric motor1008 consumes the electrical energy and can drive thefire pump1012 when theE-axle driveline1000 is in the EV mode. Theelectric motor1008 can also drive one or more accessories (e.g., through a power take-off) such as an AC compressor, an air compressor, a power steering system, an alternator, etc. When theE-axle driveline1000 is in the EV mode, theE-axle1014 receives electrical energy from theESS1010 and uses the electrical energy to drive thewheels18 of the vehicle10 (e.g., for transportation). In this way, thevehicle10 can operate using electrical energy for transportation, accessories, thefire pump1012, etc.
• Referring particularly toFIG. 32, theE-axle driveline1000 is shown in the ICE mode, according to an exemplary embodiment. The clutch1004 can be transitioned into the closed mode or position (e.g., an engaged mode or position) to transition theE-axle driveline1000 into the ICE mode. When theE-axle driveline1000 is in the ICE mode, theICE1002 is configured to drive theelectric motor1008 through the clutch1004 and theTAD1006 so that theelectric motor1008 generates electrical energy. TheICE1002 can also drive one or more accessories of the vehicle10 (e.g., the air conditioner compressor, the air compressor, the power steering system, the alternator, etc.) through a power take-off. The E-axle1014 can use electrical energy generated by theelectric motor1008 to drive thewheels18 of thevehicle10. The E-axle1014 can also provide electrical energy to theESS1010 for storage and later use (e.g., for use when theE-axle driveline1000 is transitioned into the EV mode shown inFIG. 31).
• Advantageously, theE-axle driveline1000 as shown inFIGS. 31-33 can have a reduced size or a smaller footprint compared to other drivelines. In some embodiments, theE-axle driveline1000 facilitates in-frame battery packaging of various battery cells of theESS1010. TheE-axle driveline1000 can also facilitate pump and roll operations.
• Referring toFIG. 34, a table1020 provides various possible embodiments of theE-axle driveline1000 and corresponding properties resulting from each possible embodiment. For example, theE-axle driveline1000 can include an X12-500 Cummins engine for theICE1002, thereby providing an 82% startability, a 49.7 mph speed on a 6% grade, a 74.9 mph speed on a 0.25% grade, a 5.9% grade at 50 mph, a 18.6% grade at 20 mph, and a 9.6 second time to accelerate from 0 mph to 35 mph for thevehicle10. In another exemplary embodiment, theE-axle driveline1000 can include an L9-450 Cummins engine for theICE1002, which results in thevehicle10 having a 44% startability, a 43.8 mph speed on a 6% grade, a 70.4 mph speed on a 0.25% grade, a 5.1% grade at 50 mph, a 14% grade at 20 mph, and an 11.1 second acceleration time from 0 to 35 mph. In another exemplary embodiment, theE-axle driveline1000 includes an AXE100D 310kW 550 volt continuous E-axle, an AXE100D 310kW 550 volt peak E-axle, an AXE100D continuous E-axle, or an AXE100D peak E-axle having the startability, speed on a 6% grade, speed on a 0.25% grade, % grade at 50 mph, % grade at 20 mph, and 0-35 mph acceleration time as shown in table1120.
• Referring toFIG. 35, agraph1030 of net gradeability (in %) versus vehicle speed (in mph) is shown for a conventional axle (series1032), theE-axle driveline1000 with a 550 volt continuous E-axle (series1034), theE-axle driveline1000 with a 550 volt peak E-axle (series1036), theE-axle driveline1000 with a 650 volt continuous E-axle (series1038), and theE-axle driveline1000 with a 650 volt peak E-axle (series1040).
• Referring toFIG. 36, agraph1050 of vehicle speed (in mph) versus time (in seconds) is shown for the conventional axle (series1052), theE-axle driveline1000 with a 550 volt continuous E-axle (series1054), theE-axle driveline1000 with a 550 volt peak E-axle (series1056), theE-axle driveline1000 with a 650 volt continuous E-axle (series1058), and theE-axle driveline1000 with a 650 volt peak E-axle (series1060). As shown inFIG. 36, theE-axle driveline1000 with the550 peak or continuous E-axle have similar operating characteristics to theE-axle driveline1000 with the650 peak or continuous E-axle, and both configurations have improved speed versus time when compared to the conventional axle (series1052).
• Referring toFIG. 37, a table1070 provides different startabilities (in %), acceleration times from 0 to 35 mph, and acceleration times from 0 to 65 mph for various implementations of the E-axle1014 in thevehicle10. For example, the E-axle1014 may result in thevehicle10 having a startability of 82%, with a 0 to 35 mph acceleration time of 9.6 seconds (e.g., under 10 seconds), and a 0 to 65 mph acceleration time of 36 seconds (e.g., under 40 seconds). The E-axle1014 can also result in thevehicle10 having a startability of 44%, with a 0 to 35 mph acceleration time of 11.1 seconds, and a 0 to 65 mph acceleration time of 44 seconds. The E-axle1014 can also result in thevehicle10 having a startability of 15%, with a 0 to 35 mph acceleration time of 18.9 seconds, and a 0 to 65 mph acceleration time of 92.7 seconds. The E-axle1014 can also result in thevehicle10 having a startability of 30%, with a 0 to 35 mph acceleration time of 11.2 seconds, and a 0 to 65 mph acceleration time of 53.5 seconds.
• Referring toFIG. 38, agraph1080 shows gradeability for power (in kW) versus vehicle speed (in mph) for thevehicle10 with theE-axle driveline1000, according to an exemplary embodiment. Thegraph1080 incudes aseries1082 for 0% grade, aseries1083 for 10% grade, aseries1084 for 20% grade, aseries1085 for 30% grade, aseries1086 for 40% grade, aseries1087 for 50% grade, aseries1088 for continuous power consumption of the E-axle driveline1000 (e.g., 190 kW), and aseries1089 for peak power consumption of the E-axle driveline1000 (e.g., 238 kW). As shown inFIG. 38, thevehicle10 implemented with theE-axle driveline1000 can operate at continuous power consumption for a 10% grade at 21 mph, or at peak power consumption on a 30% grade at 10 mph.
• Referring toFIG. 39, agraph1090 shows vehicle acceleration of thevehicle10 with theE-axle driveline1000 implemented, according to an exemplary embodiment. Thegraph1090 shows speed (in mph) versus time (in seconds). Thegraph1090 includes aseries1092 and aseries1094. Theseries1092 shows vehicle speed with respect to time for peak power consumption. As shown inFIG. 39, thevehicle10 can achieve an acceleration time from 0 to 65 seconds of 53.5 seconds when operating at peak electric energy consumption. Thevehicle10 can also achieve an acceleration time from 0 to 35 mph of 11.2 seconds when operating at peak electric energy consumption. Theseries1094 shows vehicle speed with respect to time for continuous energy consumption of theE-axle driveline1000. As shown inFIG. 39, thevehicle10 can achieve an acceleration time from 0 to 65 mph of 92.7 seconds when operating at continuous energy consumption. Thevehicle10 can also achieve an acceleration time from 0 to 35 mph of 18.9 seconds when operating at continuous energy consumption.
Alternative 2—EV Transmission
• Referring toFIGS. 40-42, anEV transmission driveline1100 includes anICE1102, aTAD1106 including a clutch1104, a firstelectric motor1108, afire pump1112, anESS1110, a secondelectric motor1116, anEV transmission1118, and anaxle1114. TheICE1102 can be the same as or similar to theengine202 and/or theICE1002. TheTAD1106 can be the same as or similar to theTAD400 and/orTAD1006. The firstelectric motor1108 can be the same as or similar to theelectric motor1008. Thefire pump1112 and theESS1110 can be the same as or similar to thepump604 and/or thefire pump1012 and theESS700 and/or theESS1010.
• FIG. 38 shows theEV transmission driveline1100 operating in an EV mode.FIG. 39 shows theEV transmission driveline1100 operating in an ICE mode. TheEV transmission driveline1100 is transitionable between the EV mode and the ICE mode by operation of the clutch1104. For example, the clutch1104 can be transitioned into an open mode or configuration in order to transition theEV transmission driveline1100 into the EV mode or into a closed mode or configured in order to transition theEV transmission driveline1100 into the ICE mode. When theEV transmission driveline1100 is in the EV mode, the firstelectric motor1108 can draw electrical energy from theESS1110 and use the electrical energy to drive the fire pump1112 (e.g., thepump system600, a pump system for pumping water, etc.). When theEV transmission driveline1100 is in the EV mode, the secondelectric motor1116 can also draw energy from theESS1110 and use the energy to drive theEV transmission1118. TheEV transmission1118 can receive mechanical energy output from theelectric motor1116 and output mechanical energy having a different speed or torque than the received mechanical input. TheEV transmission1118 provides a mechanical output to theaxle1114 for driving the tractive elements or thewheels18 of thevehicle10. In some embodiments, the secondelectric motor1116 can be back-driven in an opposite direction (e.g., when theaxle1114 drives theelectric motor1116 through theEV transmission1118 when thevehicle10 rolls down a grade or due to regenerative braking) so that the secondelectric motor1116 function as a generator, and generates electrical energy that is stored in theESS1110.
• When theEV transmission driveline1100 is in the ICE mode, the clutch1104 is transitioned into the closed mode or configuration. TheICE1102 is configured to drive theTAD1106 through the closed clutch1104 (e.g., while consuming fuel). TheTAD1106 is driven by theICE1102 and drives the firstelectric motor1108. The firstelectric motor1108 can drive thefire pump1112 and/or can generate electrical energy (e.g., functioning as a generator) when driven by theTAD1106 and theICE1102. The electrical energy generated by the firstelectric motor1108 can be provided to the secondelectric motor1116. The secondelectric motor1116 can use some of the electrical energy to drive theEV transmission1118 and theaxle1114. In some embodiments, some of the electrical energy generated by the firstelectric motor1108 is provided to theESS1110 when theEV transmission driveline1100 operates in the ICE mode to charge theESS1110 and store electrical energy for later use (e.g., when theEV transmission driveline1100 is in the EV mode).
• TheEV transmission1118 can be a four gear EV transmission that is configured to operate with theelectric motor1116 based on peak electrical energy or continuous electrical energy (e.g., different power thresholds). TheEV transmission1118 can be transitioned between different gears to provide a different gear ratio between the electric motor and theaxle1114.
• Referring toFIG. 43, a table1130 provides different properties of thevehicle10 resulting from theEV transmission driveline1100 for different implementations of the secondelectric motor1116 and theEV transmission1118. For example, in a first embodiment of theEV transmission driveline1100, thevehicle10 has a startability of 82% with a corresponding acceleration time from 0 to 35 mph of 9.6 seconds, and an acceleration time from 0 to 65 mph of 36 seconds (e.g., if theEV transmission driveline1100 includes an Enforcer X12-500). In a second embodiment of theEV transmission driveline1100, thevehicle10 has a startability of 44% with an acceleration time from 0 to 35 mph of 11.1 seconds, and an acceleration time from 0 to 65 mph of 44 seconds (e.g., if theEV transmission driveline1100 includes an Enforcer L9-450). In a third embodiment of theEV transmission driveline1110, thevehicle10 has a storability of 33% with an acceleration time from 0 to 35 mph of 13.5 seconds, and an acceleration time from 0 to 65 mph of 55 seconds (e.g., if theEV transmission driveline1100 includes an Eaton transmission and 250 kW electric motor).
• Referring toFIGS. 44 and 45, agraph1140 and agraph1150 show estimated performance for thevehicle10 based on a notional motor curve.Graph1140 shows tractive effort and resistance (N, the Y-axis) with respect to vehicle speed (in mph, the X-axis).Graph1140 shows the tractive effort and resistance versus vehicle speed for different grades for operation in a first gear, a second gear, a third gear, and a fourth gear for both peak power consumption and continuous (or nominal) power consumption.
• Graph1150 shows acceleration time in seconds (the Y-axis) with respect to vehicle speed in mph (the X-axis).Graph1150 includes aseries1152 illustrating acceleration time versus speed for an EV transmission (e.g., an Eaton transmission) with a 250 kW electric motor, and series1154-1156 showing acceleration time versus speed for different internal combustion engines. As shown inFIG. 45, the acceleration time with respect to vehicle speed forseries1152 is comparable toseries1154 andseries1156.
• Advantageously, theEV transmission driveline1100 can retrofit existing electric motors with a 4 speed EV transmission. In some embodiments, theEV transmission driveline1100 can use a non-powered (e.g., a non-electric) axle. For example, theaxle1114 may be the same as used on a driveline that is powered by an internal combustion engine only. Advantageously, theEV transmission driveline1100 facilitates pump and roll as an option. TheEV transmission driveline1100 can also facilitate scalable performance.
Alternative 3—Integrated Generator/Motor
• Referring toFIGS. 46-48, an integrated generator/motor driveline1200 includes anICE1202, a clutch1204, aTAD1206, anelectric motor1208, atransmission1216, afire pump1212, anESS1210, and anaxle1214. TheICE1202 may be the same as or similar to theengine202, theICE1002, and/or theICE1102. The clutch1204 can be the same as or similar to the clutch300, the clutch1004, and/or the clutch1104. TheTAD1206 can be the same as or similar to theTAD400, theTAD1006, and/or theTAD1106. Theelectric motor1208 can be the same as or similar to theelectric motor1008 and/or theelectric motor1108. Thefire pump1212 can be the same as or similar to thepump604, thefire pump1012, and/or thefire pump1112. TheESS1210 and theaxle1214 can also be the same as or similar to theESS700, theESS1010, and/orESS1110 and theaxle1114.
• FIG. 46 shows the integrated generator/motor driveline1200 operating in an EV mode.FIG. 47 shows the integrated generator/motor driveline1200 operating in an ICE mode. The integrated generator/motor driveline1200 can be transitioned between the EV mode shown inFIG. 46 and the ICE mode shown inFIG. 47 by operation of the clutch1204 (e.g., transitioning the clutch1204 into an open position, state, or mode to transition the integrated generator/motor driveline1200 into the EV mode and transitioning the clutch1204 into a closed position, state, or mode to transition the integrated generator/motor driveline1200 into the ICE mode).
• When the integrated generator/motor driveline1200 is transitioned into the EV mode, the clutch1204 is transitioned into the open position. When the integrated generator/motor driveline1200 operates in the EV mode, theaxle1214 is driven electrically (e.g., using an electric motor). Theelectric motor1208 draws electrical energy from theESS1210 and drives thefire pump1212 and theaxle1214 through thetransmission1216. Theelectric motor1208 can be back-driven (e.g., as a form of regenerative braking, when thevehicle10 rolls down a hill, etc.) through theaxle1214 and thetransmission1216. When theelectric motor1208 is back-driven, theelectric motor1208 generates electrical energy and provides the electrical energy to theESS1210 for storage and later use.
• When the integrated generator/motor driveline1200 is transitioned into the ICE mode, the clutch1204 is transitioned into the closed position. TheICE1202 can consume fuel and operate to drive theTAD1206 through the clutch1204. TheTAD1206 can drive theelectric motor1208 so that theelectric motor1208 operates to generate electricity. Electrical energy generated by theelectric motor1208 is provided to theESS1210 where the electrical energy can be stored and discharged at a later time (e.g., for use by theelectric motor1208 when operating in the EV mode). TheTAD1206 can also transfer mechanical energy to thetransmission1216. Thetransmission1216 receives the mechanical energy from theTAD1206 or theelectric motor1208 and provides mechanical energy to both thefire pump1212 and the axle1214 (e.g., at a reduced or increased speed, and/or a reduced or increased torque). Thetransmission1216 can be transitionable between multiple different gears or modes to adjust a gear ratio across thetransmission1216. In some embodiments, thetransmission1216 is an Allison 3000 series transmission. Operating the integrated generator/motor driveline1200 in the ICE mode facilitates driving theaxle1214 using energy generated by the ICE1202 (rather than by theelectric motor1208 as when the integrated generator/motor driveline1200 operates in the EV mode).
• Advantageously, the integrated generator/motor driveline1200 facilitates retaining transmission and direct drive in case of electrical failure (e.g., failure of the electric motor1208). For example, even if theelectric motor1208 fails, theICE1202 can still be operated to drive thefire pump1212 and theaxle1214. The integrated generator/motor driveline1200 may also use a non-electric axle1214 (e.g., a mechanical axle, a same axle as used on a vehicle that only uses an internal combustion engine to drive the axle, etc.).
• As utilized herein, the terms “approximately,” “about,” “substantially”, and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims.
• It should be noted that the term “exemplary” and variations thereof, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples).
• The term “coupled” and variations thereof, as used herein, means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent or fixed) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members coupled directly to each other, with the two members coupled to each other using a separate intervening member and any additional intermediate members coupled with one another, or with the two members coupled to each other using an intervening member that is integrally formed as a single unitary body with one of the two members. If “coupled” or variations thereof are modified by an additional term (e.g., directly coupled), the generic definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly coupled” means the joining of two members without any separate intervening member), resulting in a narrower definition than the generic definition of “coupled” provided above. Such coupling may be mechanical, electrical, or fluidic.
• References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below”) are merely used to describe the orientation of various elements in the figures. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure.
• The hardware and data processing components used to implement the various processes, operations, illustrative logics, logical blocks, modules and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose single- or multi-chip processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, or, any conventional processor, controller, microcontroller, or state machine. A processor also may be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. In some embodiments, particular processes and methods may be performed by circuitry that is specific to a given function. The memory (e.g., memory, memory unit, storage device) may include one or more devices (e.g., RAM, ROM, Flash memory, hard disk storage) for storing data and/or computer code for completing or facilitating the various processes, layers and modules described in the present disclosure. The memory may be or include volatile memory or non-volatile memory, and may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described in the present disclosure. According to an exemplary embodiment, the memory is communicably connected to the processor via a processing circuit and includes computer code for executing (e.g., by the processing circuit or the processor) the one or more processes described herein.
• The present disclosure contemplates methods, systems and program products on any machine-readable media for accomplishing various operations. The embodiments of the present disclosure may be implemented using existing computer processors, or by a special purpose computer processor for an appropriate system, incorporated for this or another purpose, or by a hardwired system. Embodiments within the scope of the present disclosure include program products comprising machine-readable media for carrying or having machine-executable instructions or data structures stored thereon. Such machine-readable media can be any available media that can be accessed by a general purpose or special purpose computer or other machine with a processor. By way of example, such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer or other machine with a processor. Combinations of the above are also included within the scope of machine-readable media. Machine-executable instructions include, for example, instructions and data which cause a general purpose computer, special purpose computer, or special purpose processing machines to perform a certain function or group of functions.
• Although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. Likewise, software implementations of the described methods could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps.
• It is important to note that the construction and arrangement of thevehicle10 and the systems and components thereof as shown in the various exemplary embodiments is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein.

Claims (20)

1. An electrified fire fighting vehicle comprising:

a chassis;

a cab coupled to the chassis;

a body assembly coupled to the chassis rearward of the cab;

a front axle coupled to the chassis;

a rear axle coupled to the chassis;

an energy storage system coupled to the chassis;

a pump system coupled to the chassis, the pump system including a pump configured to pump a fluid from a fluid source to a fluid outlet;

an engine coupled to the chassis;

a clutch coupled to the engine;

an accessory drive coupled to the clutch;

an electromechanical transmission coupled to the chassis and electrically coupled to the energy storage system, the electromechanical transmission including a first interface coupled to the accessory drive, a second interface coupled to the pump, and a third interface coupled to at least one of the front axle or the rear axle, wherein the electromechanical transmission is selectively driven by the engine through the clutch and the accessory drive; and

a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission.

2. The electrified fire fighting vehicle ofclaim 1, wherein the pump system include a pump house positioned between the cab and the body assembly, and wherein the energy storage system includes (i) a support rack positioned between the pump house and the cab and (ii) a plurality of batteries supported by the support rack.

3. The electrified fire fighting vehicle ofclaim 2, wherein the support rack extends above the cab, and wherein the thermal management system includes a cooling radiator coupled to the support rack and at least partially positioned above the cab.

4. The electrified fire fighting vehicle ofclaim 3, wherein the thermal management system includes a plurality of conduits fluidly coupling the cooling radiator to the plurality of batteries and the electromechanical transmission.

5. The electrified fire fighting vehicle ofclaim 1, further comprising a transfer case positioned between (i) the third interface of the electromechanical transmission and (ii) the front axle and the rear axle.

6. The electrified fire fighting vehicle ofclaim 1, further comprising:

a subsystem; and

a power divider positioned between (i) the second interface of the electromechanical transmission and (ii) the pump and the subsystem;

wherein the power divider facilitates driving the pump system and the subsystem with the electromechanical transmission.

7. The electrified fire fighting vehicle ofclaim 1, wherein the electrified fire fighting vehicle is operable in a first mode where (i) the engine is off and (ii) the electromechanical transmission uses stored energy in the energy storage system to drive the at least one of the front axle or the rear axle, and wherein the electrified fire fighting vehicle is operable in a second mode where (i) the engine provides a mechanical input to the electromechanical transmission, (ii) the electromechanical transmission uses the mechanical input to drive the at least one of the front axle or the rear axle, and (iii) the electromechanical transmission does not generate electricity to charge the energy storage system.

8. The electrified fire fighting vehicle ofclaim 7, wherein the electromechanical transmission includes a first electromagnetic device and a second electromagnetic device, and wherein, during the second mode, (i) the first electromagnetic device operates as a generator to generate electricity based on the mechanical input provided by the engine and (ii) the second electromagnetic device operates as a motor that uses the electricity generated by the first electromagnetic device to drive the at least one of the front axle or the rear axle but not to charge the energy storage system.

9. The electrified fire fighting vehicle ofclaim 8, wherein any electricity generated by either the first electromagnetic device or the second electromagnetic device in response to the mechanical input from the engine is never provided to the energy storage system to charge the energy storage system.

10. The electrified fire fighting vehicle ofclaim 8, wherein, during the second mode, the electromechanical transmission uses the stored energy in the energy storage system to supplement the electricity generated by the electromechanical transmission.

11. The electrified fire fighting vehicle ofclaim 7, wherein, during the second mode, the electromechanical transmission operates as a mechanical conduit that transmits the mechanical input received from the engine to the at least one of the front axle or the rear axle.

12. The electrified fire fighting vehicle ofclaim 1, wherein the electrified fire fighting vehicle looks and is operated substantially identical to an internal combustion engine only driven fire fighting vehicle.

13. The electrified fire fighting vehicle ofclaim 1, further comprising:

a charging port electrically coupled to the energy storage system, the charging port configured to engage with a charging interface of a charging plug; and

a disconnect system configured to facilitate ejecting the charging plug from the charging port.

14. The electrified fire fighting vehicle ofclaim 13, further comprising a retainer positioned proximate the charging port, the retainer configured to engage with a retaining interface of the charging plug to secure the charging interface within the charging port, wherein the disconnect system includes (i) a first actuator positioned to release the retaining interface from engagement with the retainer by repositioning the retaining interface into a release position and (ii) a second actuator positioned to eject the charging plug from the charging port when the retaining interface is in the release position.

15. The electrified fire fighting vehicle ofclaim 13, further comprising a control system configured to:

receive dispatch data indicating that the electrified fire fighting vehicle is being dispatched; and

initiate a vehicle start sequence and control the disconnect system to eject the charging plug from the charging port in response to receiving the dispatch data.

16. The electrified fire fighting vehicle ofclaim 13, further comprising:

an operator input; and

a control system configured to:

control the disconnect system to disconnect the charging plug from the charging port in response to receiving a signal from the operator input; and

initiate a vehicle start sequence in response to the charging plug being disconnected from the charging port based on the signal from the operator input.

17. An electrified fire fighting vehicle comprising:

a chassis;

a cab coupled to the chassis;

a body assembly coupled to the chassis rearward of the cab;

a pump system coupled to the chassis, the pump system including:

a pump house positioned between the cab and the body assembly; and

a pump disposed within the pump house;

an energy storage system coupled to the chassis, the energy storage system including:

a support rack positioned between the pump house and the cab, the support rack extending above the cab; and

a plurality of batteries supported by the support rack;

a driveline including:

a front axle;

a rear axle;

an engine;

a clutch coupled to the engine;

an accessory drive coupled to the clutch; and

an electromechanical transmission coupled to the accessory drive, the pump, and at least one of the front axle or the rear axle, the electromechanical transmission electrically coupled to the energy storage system; and

a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission, the thermal management system including:

a cooling radiator coupled to an upper portion of the support rack such that the cooling radiator is at least partially positioned above the cab; and

a plurality of conduits fluidly coupling the cooling radiator to the plurality of batteries and the electromechanical transmission.

18. The electrified fire fighting vehicle ofclaim 17, further comprising:

a charging port electrically coupled to the energy storage system, the charging port configured to engage with a charging interface of a charging plug;

a retainer positioned proximate the charging port, the retainer configured to engage with a retaining interface of the charging plug to secure the charging interface within the charging port; and

a disconnect system configured to facilitate ejecting the charging plug from the charging port, the disconnect system including:

a first actuator positioned to release the retaining interface from engagement with the retainer by repositioning the retaining interface into a release position; and

a second actuator positioned to eject the charging plug from the charging port when the retaining interface is in the release position.

19. The electrified fire fighting vehicle ofclaim 17, wherein the driveline in operable in a plurality of modes, wherein in at least one mode of the plurality of modes the electromechanical transmission generates electricity based on a mechanical input provided by the engine, and in all modes of the plurality of modes the electromechanical transmission does not provide any electricity generated thereby to the energy storage system.

20. An electrified fire fighting vehicle comprising:

a chassis;

a cab coupled to the chassis;

a body assembly coupled to the chassis rearward of the cab;

a front axle coupled to the chassis;

a rear axle coupled to the chassis;

an energy storage system coupled to the chassis;

a pump system coupled to the chassis;

an engine;

a clutch coupled to the engine;

an accessory drive coupled to the clutch;

an electromechanical transmission coupled to the accessory drive, the pump system, the front axle, and the rear axle, the electromechanical transmission electrically coupled to the energy storage system; and

a thermal management system configured to thermally regulate the energy storage system and the electromechanical transmission;

wherein the electrified fire fighting vehicle looks and is operated substantially the same as an internal combustion engine only driven North American fire fighting vehicle.

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