Controller and method for managing operation of a vehicle

Abstract

Methods and controllers for managing vehicle operations are provided that include determining a power demand for a vehicle system to complete a planned trip on a route. The methods include determining whether an amount of available power from the vehicle system is sufficient to propel the vehicle system to complete the planned trip by comparing the amount of available power to the determined power demand. The methods include changing one or more operational aspects of the planned trip to generate a newly planned modified trip based on the comparison between the amount of available power and the determined power demand.

Description

[0001] Cross-reference to related applications

[0002] This application relates to and claims priority to U.S. Provisional Application No. 63 / 143,116, filed January 29, 2021, entitled “System and Method for Managing Vehicle Operations,” which is incorporated herein by reference in its entirety. Technical Field

[0003] The topics described in this article are examples related to vehicle control operations. Background Technology

[0004] Before using a vehicle system to transport goods from a pickup location to a drop-off location, a route is planned for the vehicle system to complete the task. A route refers to and includes assigned constraints, such as the pickup location, the drop-off location, and the scheduled arrival time at the drop-off location. A route may refer to and include characteristics of: the goods; the vehicle system; and one or more routes the vehicle system will travel between the pickup and drop-off locations. For each route, if the vehicle system does not have at least a certain amount of available energy for propulsion and does not have at least a certain amount of instantaneous power available for propulsion and auxiliary loads (such as lights, HVAC, compressed air, etc.) at a given time, the vehicle system will not be able to complete the scheduled route. For example, the vehicle system may be completely unable to reach the drop-off location due to running out of fuel or depleting stored energy, or the vehicle system may still be able to complete the route but not according to the assigned constraints (e.g., it may arrive after the scheduled arrival time). Furthermore, even if the initial available energy and instantaneous power on the vehicle system are sufficient to enable it to complete the journey as planned, various events can occur during the journey that significantly reduce available energy and / or instantaneous power. For example, one or more components associated with propulsion on the vehicle system may fail during the journey, reducing the vehicle system's power output capability. In another example, delays caused by external events such as traffic accidents, vehicle entrapment, route damage, unplanned deceleration or stopping due to traffic lights, or changes in drag (e.g., due to wind, snow, or rain) may cause the vehicle system to idle for extended periods, reducing the energy supply on the vehicle system and thus reducing the energy available for propulsion.

[0005] When planning a journey, deciding how to drive the vehicle system is a fundamentally imprecise task. To ensure sufficient energy and power are available to complete the planned journey, it is possible to conservatively equip the vehicle system with significantly more energy and power than required to complete the planned journey. In the case of railway construction, four or more diesel-powered locomotives may be assembled into a group or constist to propel a train. Adding more fuel and / or propulsion-generating components to the vehicle system than needed, such as one or more complete locomotives, may reduce journey efficiency due to increased weight and may increase emissions, fuel consumption, and noise. Therefore, it may be desirable to have systems and methods different from those currently available. Summary of the Invention

[0006] In one or more embodiments, a method for managing vehicle operation includes determining the power requirements of a vehicle system to complete a planned trip along a route. The method includes determining whether the available power is sufficient to propel the vehicle system to complete the planned trip by comparing the amount of available power from the vehicle system with the determined power requirements. The method further includes modifying one or more operational aspects of the planned trip based on the comparison between the available power and the determined power requirements to generate a newly planned, modified trip.

[0007] In one or more embodiments, a controller includes one or more processors. The one or more processors are configured to determine the power requirements of a vehicle system to complete a planned journey and to determine whether the available power is sufficient to propel the vehicle system to complete the planned journey by comparing the amount of available power from the vehicle system over time with the determined power requirements. The one or more processors are configured to modify the planned journey based at least in part on the comparison between the available power and the determined power requirements.

[0008] In one or more embodiments, a method for managing vehicle operation includes determining the power requirements of a vehicle system to complete a planned trip along a route. The method includes determining whether the available power is sufficient to propel the vehicle system to complete the planned trip by comparing the amount of available power from the vehicle system with the determined power requirements. The method further includes modifying one or more operational aspects of the planned trip based on the comparison between the available power and the determined power requirements to generate a newly planned, modified trip. Modifying the one or more operational aspects includes one or more of the following: replacing a fuel-consuming vehicle in the vehicle system with a battery-powered vehicle; or modifying one or more operational aspects of the battery-powered vehicle included in the vehicle system. Attached Figure Description

[0009] The subject matter of the invention can be understood by referring to the following description of non-limiting embodiments, in which:

[0010] Figure 1 A control system for managing a vehicle system and controlling the movement of the vehicle system during a planned journey, according to an embodiment, is shown.

[0011] Figure 2 This is a schematic block diagram of components in a hybrid grouping of a vehicle system according to an embodiment;

[0012] Figure 3 It is a graph plotting the power demand of the vehicle system according to the embodiment as a function of time to complete a previously planned trip;

[0013] Figure 4 It is based on the drawing Figure 3 A graph showing the available energy stored in the vehicle system's electrical energy storage device as a function of time during the previously planned journey of the vehicle system in the embodiment of the example.

[0014] Figure 5 It is a graph plotting the power demand of a vehicle system according to another embodiment as a function of time to complete a previously planned journey;

[0015] Figure 6 It is based on the drawing Figure 5 A graph showing the available energy stored in the vehicle system's electrical energy storage device as a function of time during the previously planned trip of the vehicle system in the embodiment; and

[0016] Figure 7 This is a flowchart of a method for changing the planned journey of a vehicle system and controlling the movement of the vehicle system during the planned journey, according to an embodiment. Detailed Implementation

[0017] The embodiments described herein relate to systems and methods for managing vehicle systems. This may require modifying a previously planned journey based at least in part on a power and energy budget analysis of the vehicle system to complete the previously planned journey. The analysis may include determining the power requirements of the vehicle system as a function of time for completing the previously planned journey, subject to specified constraints. Specified constraints may include specified start and end positions, predetermined arrival times, specified time periods for completing the journey, movement restrictions (e.g., speed limits), route restrictions, constraints due to loads (e.g., force / impact constraints on load couplings), etc. Power requirements refer to the power output required to propel the vehicle system along one or more routes during the planned journey. Determining power requirements may include determining the amount of energy required for the vehicle system to complete the planned journey based on the relationship between energy, power, and time. The analysis may also include determining the amount of available power (as a function of time) that the vehicle system can provide during the planned journey to drive propulsion and necessary auxiliary loads, and the available energy on the vehicle system for propulsion and necessary auxiliary loads. The amount of available power can then be compared to the power requirements over time, and the difference between the two characteristics is used by one or more processors to modify the previously planned journey.

[0018] The analysis can be predictive because available power as a function of time can be determined before the vehicle system travels along the planned route. For example, available power as a function of time can model the power and energy capabilities of a given propulsion unit or formation of a vehicle system traveling on a route before the vehicle system actually travels on the route. The analysis can be performed during the trip planning process, such as by one or more processors at a dispatch facility.

[0019] By comparing the power requirements of a vehicle system to complete a planned journey with the available power of the vehicle system over time, the systems and methods described in this paper can modify aspects of the planned journey to meet or enhance certain objectives, such as increasing energy efficiency, increasing fuel economy, completing the journey at the predetermined arrival time, and reducing the number of fuel-consuming engines and / or vehicles in the vehicle system.

[0020] In one embodiment, based on analysis, one or more processors can modify the vehicle configuration of a vehicle system to replace one or more fuel-consuming vehicles with at least one battery-powered vehicle, which can reduce fuel consumption, emissions, and noise and improve efficiency. In another non-limiting example, if analysis indicates a shortage of available power relative to power demand during a given time period for the planned completion of a trip, one or more processors can modify the trip to compensate for the shortage. The shortage can be compensated by taking measures to increase available power and / or reduce power demand during a given time period. For example, available power can be increased by reallocating power output from different sources within the vehicle system during the trip, capturing regenerative energy during braking, connecting to an external power source, and / or modifying the vehicle configuration. Power demand during a given time period can be reduced, for example, by modifying the planned trip to include one or more routes with a gentler gradient and / or a larger radius of curvature, delaying the predetermined arrival time, and / or extending a specified time period for completing the trip. Appropriate external power sources, such as overhead contact lines or third rails, can propel the vehicle (reducing the load on the onboard energy storage system) and recharge the onboard energy system (such as the battery) while the vehicle system continues to travel along the route to complete the journey.

[0021] Detailed power and energy budget analysis enables the planning of trips and control of vehicle systems to travel along a trip with enhanced correlation or matching between the power and energy required to complete the trip and the power and energy available on the vehicle system to complete the trip. This information allows for precise customization of the vehicle system (and its movement) based on specific planned trips, avoiding the efficiency costs of overloading the vehicle system with excessive fuel and / or propulsion generation components, while maintaining confidence that the vehicle system can complete the trip as planned.

[0022] Figure 1A control system 100 according to an embodiment is illustrated for altering a planned journey and controlling the movement of a vehicle system 101 during the planned journey. The control system may include a controller 110 (e.g., a control device) that performs at least some of the operations described herein to alter a previously planned journey. The controller represents a hardware circuitry system that may include one or more processors 112 (e.g., one or more microprocessors, integrated circuits, microcontrollers, field-programmable gate arrays, etc.) and / or be connected thereto. The controller may include or be connected to a tangible, non-transitory computer-readable storage medium (e.g., memory) 114. For example, the memory may store programmable instructions (e.g., software) that can be executed by the one or more processors to perform the operations of the controller described herein. Additionally or alternatively, the memory may store various types of information, such as: logs or records of sensor data generated by one or more sensors; a route database, which may include maps consisting of one or more routes, optionally with gradient and curvature information and movement constraints (e.g., speed, noise, and / or emission limits); a vehicle database, which stores information relating to the type or category of vehicles and propulsion generation components and devices on the vehicle system; and a trip database, which may include timetables for one or more trips of the vehicle system.

[0023] In various embodiments, depending at least in part on end-use requirements, the controller may be located on or outside the vehicle system. In one embodiment, the controller may be entirely on the vehicle system. In other embodiments, the controller may be entirely located outside the vehicle system, such as at a dispatch facility 116, at a roadside device, or on a mobile computing device (e.g., a smartphone or laptop computer). In yet another embodiment, a first portion of the controller may be located on the vehicle system, while a second portion may be located outside the vehicle system, such as at a dispatch facility. The two portions may communicate wirelessly with each other using circuitry and antennas for signal transmission and reception.

[0024] The vehicle system may include several vehicles 104, 106 traveling on route 108. Vehicle 104 (e.g., vehicles 104A-C) represents a propulsion generating vehicle that generates traction or traction power to propel the vehicle system along the route. Vehicle 106 (e.g., vehicles 106A-D) represents a non-propulsion generating vehicle that does not generate traction or traction power. Some of the non-propulsion generating vehicles may be positioned among the propulsion generating vehicles. The propulsion generating vehicles also include a propulsion system. The non-propulsion generating vehicles include a braking system but no propulsion system, such that the propulsion generating vehicles propel the non-propulsion generating vehicles along the route. The illustrated numbering and arrangement of vehicles in the vehicle system are provided as a non-limiting example arrangement of the vehicle system. The vehicle system may have as few as one propulsion generating vehicle and as few as zero non-propulsion generating vehicles. The vehicle system may also include more than Figure 1 The vehicles shown are more than the number of vehicles.

[0025] Figure 1 The vehicles in the system are mechanically interconnected in a column and travel together on the route. The vehicles can be linked via couplers. Although the vehicles in the vehicle system... Figure 1 In some embodiments, the vehicles are mechanically connected to each other, but in alternative embodiments, at least some of the vehicles are mechanically separated from each other (e.g., not mechanically connected). For example, the mechanically separated vehicles may be logically (e.g., communicatively) connected via wireless communication links to coordinate the movement of the vehicles, thereby enabling the vehicles of the vehicle system to travel together along a route without being mechanically connected to each other.

[0026] In one embodiment, the vehicle system can be a track-based train, and the route can be a railway track, wherein the propulsion-generating vehicle is a locomotive. Figure 1 The three locomotives shown can represent formation 102. The non-propulsion generating vehicles can be railcars transporting goods and / or passengers. In another non-limiting embodiment, the vehicle system can be a line of road vehicles, and the route is a road or path. For example, the propulsion generating vehicles can be trucks (e.g., highway semi-trailers, mining trucks, logging trucks, etc.), and the non-propulsion generating vehicles can be trailers attached to the trucks. In other embodiments, the vehicle system can be other types of vehicles, such as automobiles, marine vessels, aircraft, etc. Various terms can be used interchangeably to describe the vehicle system, such as swarm, platoon, formation, group, fleet, etc. A common feature is that at least one vehicle in the vehicle system is controlled according to an embodiment of the invention. The remaining vehicles can be directly controlled or can simply follow the lead of another vehicle in the group.

[0027] In embodiments, the vehicle system grouping can include a mixed grouping of more than one type of vehicle and / or have more than one source for propulsion and necessary auxiliary loads to drive the vehicle system on a route. Suitable power sources can include or represent fuel-burning engines, one or more fuel cells, one or more electrical storage devices, etc. Electrical storage devices can include or represent battery cells, capacitors (e.g., supercapacitors), etc. For example, at least one propulsion-generating vehicle in propulsion-generating vehicles 104 can have a first power source, and at least another propulsion-generating vehicle in propulsion-generating vehicles can have a second power source of a different type or category than the first power source. The first power source can be an internal combustion engine. The second power source can be a battery pack comprising multiple battery cells. In another example, a single propulsion-generating vehicle can be a hybrid vehicle having both a first power source and a different second power source, both of which can contribute to propulsion of the vehicle system. Propulsion-generating vehicles that include and rely solely on fuel-burning engines or fuel cells to drive propulsion and necessary auxiliary loads are referred to herein as fuel-consuming vehicles. Propulsion-generating vehicles that include and utilize electrical energy from onboard electrical storage devices to drive propulsion and necessary auxiliary loads are referred to herein as battery-powered vehicles. Optionally, battery-powered vehicles can also include fuel cells, engines, etc., as hybrid vehicles. Suitable engines may include compression-ignition and spark-ignition engine types. Suitable fuels may be selected in conjunction with the corresponding engine and may include one or both liquid and gaseous fuels. Suitable gaseous fuels may include hydrogen, liquefied natural gas (LNG), propane, ammonia, etc. Suitable liquid fuels may include one or more of diesel, gasoline, kerosene, dimethyl ether, alcohols, etc. Suitable diesel fuels may include conventional diesel, HDRD, biodiesel, etc. Suitable alcohols may include one or more of methanol, ethanol, propanol, butanol, and other short-chain alcohols, as well as combustible hydrocarbons.

[0028] Figure 2 This is a schematic block diagram of the components in a hybrid formation 202 of a vehicle system according to an embodiment. Hybrid formation 202 can represent... Figure 1The vehicle system 101 shown is a hybrid formation 102. The hybrid formation may include multiple different types of power sources 203, which can be used to drive the vehicle system's propulsion and necessary auxiliary loads. These power sources include one or more engines 204, fuel cells 206, and electrical storage devices 208. Suitable electrical storage devices may include battery cells 210, capacitors 212, etc. In one embodiment, the power source is located outside the vehicle and supplies power via a power source such as a wireless power delivery device, overhead contact line, or third rail. Different power sources may be located on different propulsion-generating vehicles. The engines may be mechanically coupled to one or more alternators 214 that convert mechanical energy into electrical energy. Electrical energy supplied from the power source can be selectively directed to traction motors 216 on the formation. The traction motors are mechanically coupled to the formation's axles and wheels 218 via linkage mechanisms and convert the electrical energy received from the power source into mechanical energy that forces the axles and wheels 218 to rotate, thus propelling the vehicle system. Other types of vehicles, such as marine vessels and aircraft, may have propellers or other devices instead of axles and wheels.

[0029] The grouping may include one or more vehicle controllers 220, which control the operation of the power supply and the flow of electrical energy between the power supply and the traction motor. For example, the vehicle controllers may control which type of power supply provides electrical energy to the traction motor during a given time period and the characteristics (e.g., current and voltage) of the electrical energy supplied to the traction motor to enable it to provide a specified traction force. During vehicle system braking, the vehicle controllers may selectively control the traction motor to perform regenerative braking or dynamic braking. During regenerative braking, the traction motor generates electrical energy based on the rotation of the axles and wheels. At least some of the generated electrical energy may be directed to an electrical storage device to recharge the device.

[0030] The vehicle controller can communicatively connect to sensor 222, which monitors the operation of propulsion components such as the power supply. For example, a first set of sensors, consisting of one or more sensors, can monitor the state of charge of the electrical storage device. A second set of sensors, consisting of one or more sensors, can monitor the amount of fuel present in a tank associated with the engine. A third set of sensors, consisting of one or more sensors, can monitor the amount of fuel present in a tank associated with the fuel cell. Other sensors can monitor: vehicle system movement parameters, such as vehicle system speed; ambient conditions, such as temperature and humidity; the current position of the vehicle system; and so on.

[0031] exist Figure 1In an embodiment where the controller of the control system is located outside the vehicle system, the external controller can wirelessly query at least some sensor data generated by sensors from the vehicle controller for planning and / or modifying the vehicle's planned route. For example, the vehicle controller can generate status messages to be transmitted to the external controller via a communication device. Status messages may include, for example, the current charge state of an electrical storage device and the current amount of fuel present in one or more onboard fuel storage containers. In an alternative embodiment where the controller of the control system is located on the vehicle system, the controller may be integrated with the vehicle controller or be separate from the vehicle controller but communicatively connected.

[0032] Figure 1 The controller shown can modify a previously planned journey by performing a budget analysis on the energy and power required to propel the vehicle system to complete the previously planned journey. The previously planned journey is included in the definition of the planned journey. The budget analysis may include determining the power requirement of the vehicle system as a function of time to complete the planned journey. The budget analysis also determines whether the amount of available power from the vehicle system as a function of time is sufficient to propel the vehicle system to complete the previously planned journey. This sufficiency determination is performed by comparing the amount of available power with the determined power requirement over time. The planned journey is then modified based on said comparison. Figure 1 One or more processors of the controller shown can be configured to perform budget analysis and modify the planned itinerary based on the budget analysis.

[0033] A comparison between required power and available power can indicate a anticipated power or energy shortage during one or more time periods of a journey, preventing the vehicle system from meeting the power requirements to complete the journey as planned. Shortages can occur due to hardware and equipment limitations. For example, power demand might require 15,000 horsepower (hp) of power output to propel the vehicle system at a given time t1. A shortage occurs if the cumulative available power output from the combined vehicle system's power supply at time t1 is limited to 14,000 hp. Another cause of shortages is the premature depletion of all available stored energy, such as exhausting fuel and / or electricity before completing the planned journey. For example, power demand at a given time t2 might require 10,000 hp of power output. Even if 10,000 hp is within the capabilities of the combined vehicle system's hardware and equipment, the vehicle system may still be unable to supply this power for propulsion at time t2 if it is anticipated that all available stored energy (e.g., fuel, electricity, etc.) has been exhausted. In response to the determination of a shortage, the planned journey is altered to compensate for the shortage, ensuring that the vehicle system does not experience a shortage while traveling on the altered journey. Shortages can be compensated for by altering vehicle system and / or trip parameters to increase the amount of available power at a given time associated with the shortage and / or decrease the power demand at a given time.

[0034] In one or more embodiments, the budget analysis can be performed before the vehicle system begins planning a trip. The budget analysis can also be performed during the vehicle system's trip planning, such as in response to unexpected events. For example, if the vehicle system experiences unexpected delays during the trip, a power and energy budget analysis can be re-performed midway through the trip to determine whether the planned trip needs to be modified again based on the updated circumstances to ensure that the vehicle system's energy (e.g., power as a function of time) and instantaneous power are sufficient to complete the trip.

[0035] Figure 3 A graph 300, according to an embodiment, plots the power demand 302 of the vehicle system as a function of time for completing a previously planned journey. The vertical axis 304 of the graph represents power, and the horizontal axis 306 represents time. Power is shown in horsepower (hp), and time in hours (hr), but in other embodiments, other power and / or time units may be used. The power demand 302 may be determined by… Figure 1 One or more processors of the controller shown are determined. Figure 3 It is a simplified graph used for interpretation and understanding purposes, and the actual plot of required power as a function of time for planning a journey can have more variations and data points. Although Figure 3 The graph depicts power demand as a function of time, but in other embodiments, power demand can be expressed as varying along the route, as a function of location, as a function of vehicle mass or other vehicle parameters, and as a function of environmental conditions. Furthermore, in another graph, the vertical axis can represent the unit of force required to drive the vehicle system, rather than the unit of power.

[0036] The power demand 302, as a function of time, is determined based on various information related to the planned trip. For example, the controller can collect trip information related to trip constraints and parameters, route information related to one or more routes the vehicle system will travel on during the trip, movement constraints, vehicle and load information, etc.

[0037] Trip information may include start and end locations, scheduled departure time, scheduled arrival time, a specified time interval for completing the trip after it begins, and the distance to complete the planned trip along one or more routes. Trip constraints and other scheduled information may be stored in the controller's memory and accessible by one or more processors.

[0038] Route information identifies the specific routes the vehicle system will travel during the planned journey, such as the vehicle system's movement from route one to route two and then to route three. Routes can be streets, railway tracks, paths, air routes, ocean passages, etc. Route information can include geographical and / or geological information related to the route, such as route gradient, radius of curvature, airflow, speed limits, traffic patterns, etc. The amount of power required to propel the vehicle system uphill is greater than the amount required to propel the vehicle system along a flat route. Route information can identify areas along the journey that may be associated with reduced airflow, such as tunnels, which may limit the efficiency of the engine (if an engine is present in the vehicle system), thus requiring additional power consumption compared to areas with easier access to fresh airflow. Route information can include surrounding environmental conditions that may affect the journey, such as ambient temperature along the journey, ambient humidity along the journey, and any anticipated precipitation (rain or snow) that may affect wheel-to-road traction.

[0039] Motion constraints represent constraints on how a vehicle system can move during a journey due to imposed regulations, laws, etc. Motion constraints can include speed limits, emission limits, noise limits, etc. Different segments of the journey may have different associated motion constraints. Motion constraints can refer to the planned speed distribution that the vehicle system follows during the planned journey. The speed distribution can specify different speed values ​​that vary over time or along the location of the journey. Optionally, the speed distribution may include traction and braking settings that the vehicle system must implement based on time or along the location of the journey to match the vehicle system's speed as a function of time with the speed distribution. Some portions of the speed distribution may differ from the specified speed limits along the route due to various objectives and considerations, such as driving to increase fuel efficiency and save fuel, reduce emissions, and / or reduce noise. The speed distribution can be generated by one or more processors of the controller and / or by other processing circuitry systems such as an energy management system. The speed distribution can be part of the journey planning.

[0040] Vehicle and load information may include general information relating to the vehicle system for the planned journey and information relating to the goods or loads to be transported by the vehicle system in the planned journey. Load-related information may include the type, quantity, and / or weight of the load or goods to be transported. Vehicle system-related information may include the weight of the vehicle system and / or general vehicle configuration information that can be used to estimate the weight of the vehicle system, such as the number of non-propulsion-generating vehicles and the number of propulsion-generating vehicles present in the vehicle system. Other information, such as the length of the vehicle system, may be utilized. Vehicle information may optionally not specifically relate to an arrangement of mixed formations. For example, specific information relating to mixed formations, such as the category (or type) and quantity of each propulsion-generating vehicle, the specific power source available to provide propulsion, and the specific condition of the power source (e.g., the amount of fuel present, state of charge, etc.), may be used to determine the amount of available power as a function of time for comparison with power requirements.

[0041] To determine the power demand as a function of time, it may be sufficient to estimate the total weight of the vehicle system, including the weight caused by loads or cargo, without requiring specific grouping information. For example, the total weight of the vehicle system, along with route information, movement constraints, and trip information, can be input into a physics-based model to determine the power required by the vehicle system to complete the planned trip according to the constraints as a function of time. The physics-based model can output the power demand as a function of time based on the various inputs described above, utilizing the physical equations of motion related to force, energy, power, and momentum. Power demand represents the power output as a function of time required to propel the vehicle system along one or more routes on a predetermined day of the trip to reach a specified end position of the trip at a predetermined arrival time, without violating other constraints (if possible), such as traveling below announced speed limits. Reference Figure 3 A period of increased power can indicate that the vehicle system is accelerating, moving uphill, etc. A period of decreased power can indicate that the vehicle system is decelerating (e.g., slowing down), moving downhill, etc. Figure 3 The power demand indicates a maximum instantaneous power demand of approximately 14,000 hp, which occurs approximately 5 hours, 7 hours, 15 hours, and 17.5 hours after the start of the trip. The power demand is negative during a first time period 308 (approximately 10.5 to 14 hours after the start of the trip) and a second time period 310 (approximately 20 to 23.5 hours after the start of the trip). Negative power demand indicates the time period during which the traction motor can be used for regenerative braking to capture energy from the movement of the vehicle system. For example, it can be expected that the vehicle system is decelerating and / or traveling downhill during the first regenerative time period 308 and the second regenerative time period 310.

[0042] The next step in the energy and power budget analysis is to determine whether the amount of available power from the vehicle system, as a function of time, is sufficient to propel the vehicle system to complete the previously planned journey. This sufficiency is determined by calculating the amount of available power that the vehicle system can provide as a function of time for propulsion (and necessary auxiliary loads) during the planned journey. Unlike power demand, available power takes into account specific details related to the mixed formation of the vehicle system, such as the type of available power source, the quantity of each type of power source, and the condition of each power source.

[0043] In a non-limiting example, the mixed formation may include three fuel-consuming vehicles and one battery-powered vehicle. Each of the three fuel-consuming vehicles may include an engine (e.g., an internal combustion engine), such as a diesel engine. The battery-powered vehicle may not include an engine, but instead may include one or more electrical storage devices that supply electrical energy to a traction motor to provide traction. Figure 1 One or more processors of the controller shown use information relevant to the specific mixed formation to determine the amount of available power as a function of time. For example, relevant information related to the three fuel-consuming vehicles in the mixed formation may include: the rated power of each engine in the engine, such as the rated maximum power output of the engine; the rate at which the engine consumes fuel; the percentage of energy from the engine that can be converted into traction; and / or the amount of fuel on the vehicle for combustion in the engine.

[0044] Relevant information relating to battery-powered vehicles may include the charge capacity of an energy storage device (e.g., a battery pack), the state of charge of the energy storage device as a function of time (e.g., the voltage in the storage device), and / or the health status of the energy storage device. Health status refers to the age and / or condition of the energy storage device. For example, battery cells degrade over time, which reduces the capacity of the battery cells, the rate at which the battery cells can be charged and discharged, etc. The state of charge decreases when the energy storage device supplies electrical energy to drive the traction motor and increases when the energy storage device receives electrical energy captured during regenerative braking from the traction motor.

[0045] During a trip, the total amount of available energy on a vehicle system typically decreases over time as energy is consumed to propel the system. Determining available power as a function of time allows for consideration of opportunities to increase energy on the vehicle system during the trip. One example is through regenerative braking, as the captured energy can be supplied to the energy storage device on a battery-powered vehicle to recharge it. Another example of increasing energy is scheduling stops to refuel the fuel tank and / or recharge the energy storage device. Controllers can account for refueling and / or recharging opportunities during power and energy budget analysis.

[0046] If one or more of the propulsion-generating vehicles in the mixed formation include fuel cells, the controller may consider the number of fuel cells on the vehicle system, the amount of fuel used for the fuel cells on the vehicle system, the type and efficiency of the fuel cells, and / or the power output or rated power of the fuel cells. If one or more of the vehicles in the group contain engines that rely on gaseous fuels stored in liquid form (e.g., hydrogen, liquefied natural gas) for operation, the controller may consider the regasification rate of the regasification unit.

[0047] Based on the above information regarding specific mixed groupings, Figure 1 The controller shown can determine the amount of available power that the vehicle system can provide for propulsion as a function of time. The available power at a given time is the instantaneous power output. Over a longer time period, such as the duration of a journey, the available power represents the amount of available energy. For example, Figure 3 The region under the power curve, which is a function of time, represents energy.

[0048] In one or more embodiments, the controller may take into account variations in the amount of energy required by the vehicle system to complete a planned journey during the trip. These variations may occur in response to changes in the payload at different points along the journey or other factors affecting the amount of energy required to complete the journey / task. While other embodiments may consider, for example, unplanned long periods of idling due to traffic congestion (naturally, a complete stop could shut down the engines, while a slowly moving group might require continuous energy use), the embodiments envisioned herein consider variations in load and / or weather. For example, if the payload becomes heavier, more energy may be consumed. The payload may become heavier if, for example, it is raining heavily and the retained water increases the weight, or if additional cargo is loaded at a waypoint along the route. Other factors may include the need for the vehicle system to travel on snowy or muddy roads and mechanical failures that increase friction or reduce the efficiency of energy conversion into motion. Another factor may be changes in wind direction or speed or airflow direction or velocity. While wind direction and speed have a significant impact on the energy efficiency of land vehicle systems, they may be the most significant for aircraft. Similarly, for ocean-going vessels, water flow can be a factor that the controller must consider. Another factor could be the amount of reserve fuel and / or stored electrical energy, which may decrease over time during the journey as energy is consumed. For example, burning fuel gradually reduces the weight of fuel on the vehicle system over time, allowing the vehicle to be slightly lighter (in terms of weight) during the journey.

[0049] In one or more embodiments, the controller may reserve a specified amount of available energy on the vehicle system for use by the vehicle system after the planned journey is completed. The reserved amount of available energy is stored for use after the journey, such as propelling the vehicle system along a second subsequent journey, propelling the vehicle system in a field, and / or driving non-propelling loads after the journey is completed. The reserved amount may be specified as a quantity or percentage of fuel, such as 10% of the fuel capacity in one or more onboard storage tanks, or a voltage or percentage of the charge capacity stored in an electrical energy storage device. Because the reserved amount of available energy is stored for work performed after the journey is completed, the reserved amount is not considered as available energy for completing the journey. Thus, the reserved amount of available energy can be excluded from the determined amount of available power as a function of time. For example, if the current charge state of the electrical energy storage device is 50% of its charge capacity, and the reserved amount of available energy corresponds to 10% of the charge capacity, then only 40% of the charge capacity (e.g., 50% minus 10%) can contribute to the amount of available power as a function of time for completing the planned journey. Similarly, if a mixed formation of fuel-consuming vehicles has a total capacity of 15,000 gallons and 4,000 gallons of available energy are needed to meet the reserve, then only 11,000 gallons (15,000 minus 4,000) can contribute the amount of available power as a function of time to complete the planned journey.

[0050] Figure 1 The controller shown can determine whether the available power from the vehicle system is sufficient to propel the vehicle system to complete a previously planned journey. This determination can be made by comparing the available power with a determined power demand over time. This determination can also be made with variations in distance, power consumption rate, or another model. As mentioned above, the available power can be limited by: mechanical equipment capacity, such as engine rated power; and energy insufficiency, such as running out of available fuel or electricity.

[0051] The above non-limiting example, based on a hybrid grouping, may include three vehicles with diesel engines mechanically coupled to a single battery-powered vehicle, optionally with each diesel engine having a maximum or rated power output of 4,000 hp at a given time. Assuming sufficient fuel, the total available power from the diesel engines at a given time is 12,000 hp, as... Figure 3 As shown by line 312 in the graph. As shown by curve 300, the three diesel-powered vehicles are able to drive the vehicle system according to the planned trip (e.g., meet the power demand) until the power demand exceeds 12,000 hp at approximately the 4th hour. The battery-powered vehicles have sufficient charge to supplement the diesel-powered vehicles and meet the power demand for the 4th hour.

[0052] Figure 4A graph 400, according to one embodiment, plots the available energy 402 stored in the vehicle system's energy storage device as a function of time during the planned journey of the vehicle system. The vertical axis 404 of the graph represents energy in horsepower-hours (hp·hr), and the horizontal axis 406 represents time in hours (hr), but in other embodiments, other energy and / or time units may be used. The energy storage device in the illustrated example has a capacity of 9,000 hp·hr, as shown by line 408. Available energy 402 represents... Figure 1 The controller shown represents a portion of the available power as a function of time. Figure 3 Power as a function of time plotted in [the image] Figure 4 The energy plotted as a function of time is both predictive, not reactive, so that the controller predicts the amount of power and energy that will be needed and available during the trip before the vehicle system actually travels on the trip.

[0053] Figure 4 The graph indicates that at the start of the journey (e.g., time 0), the state of charge of the energy storage device is 5,000 hp·hr. During the first four hours, the three diesel-powered vehicles can provide all the power needed to propel the vehicle systems. In the fourth hour, a power shortage exists between the power demand and the available power from the diesel-powered vehicles, so electrical energy from the storage device is supplied to the traction motors to supplement the power supplied from the diesel engines. The state of charge (e.g., the amount of energy in the storage device) typically decreases gradually over time until the energy storage device is no longer used to provide power for propulsion and necessary auxiliary loads, which occurs around the seventh hour. Figure 4 As shown, the state of charge (SOC) drops to approximately 1,000 hp·hr in the 7th hour and remains constant for a period of time. During the first regeneration period 308, the controller estimates that regenerative braking will supply sufficient captured electrical energy to the energy storage device to increase the SOC from 1,000 hp·hr to 8,500 hp·hr. The controller predicts that approximately 14.5 hours after the start of the trip, the power demand to complete the planned trip will again exceed the total available power from the diesel engine (e.g., 12,000 hp·hr). Thus, starting from the 14.5th hour, electrical energy is again drawn from the energy storage device to supplement the diesel engine. During this second power supply period, the SOC drops to approximately 4,000 hp·hr. At approximately the 20th hour, the second regeneration period 320 begins, and the regenerative energy captured and supplied to the storage device charges the storage device to a charge capacity of 9,000 hp·hr. Once the energy storage device reaches saturation, the excess captured energy is supplied to other energy storage devices or dissipated as heat through resistive elements.

[0054] As shown in the example Figure 4 As shown, the energy storage device maintains at least 1,000 hp·hr throughout the entire duration of the trip, even when replenishing the diesel-powered engine. For example, there is never a shortage of power and energy budget, as the energy storage device is expected to always have sufficient energy to replenish the diesel engine when power demands are needed. Therefore, it is predicted that a mixed formation comprising three fuel-consuming (e.g., diesel-powered) vehicles and one battery-powered vehicle can complete the planned trip on schedule. Compared to conventional scheduling methods that might conservatively allocate at least four diesel-powered vehicles to propel the vehicle system during the planned trip without using any battery-powered vehicles, configuring the vehicle system with three diesel-powered vehicles and one battery-powered vehicle (lacking an engine) can complete the trip with higher energy efficiency, lower fuel consumption, lower emissions, and lower noise. For example, compared to one or more diesel-powered vehicles replaced by a battery-powered vehicle, the battery-powered vehicle can have higher energy efficiency, be quieter, consume less fuel, and produce fewer emissions.

[0055] Figure 5 and 6 The shortage is used to illustrate the inadequacy of the amount of power available to the vehicle propulsion system as a function of time to meet the determined power requirements. Figure 5 A graph 500 showing the power demand 302 as a function of time was plotted. Figure 5 The power requirements of 302 and Figure 3 The power requirements shown are the same, so the same reference numerals are used in the attached figures. Figure 6 A graph 600 is plotted showing the available energy 602 stored in the hybrid energy storage device as a function of time during the planned journey of the vehicle system. In this shortage example, the planned journey is compared with the above reference. Figure 3 and 4 The planned itinerary described is the same. Optionally, the configuration of the mixed formation of the vehicle system is also the same as described above. Figure 3 and 4 The described structures are the same. For example... Figure 6 One difference shown is that the initial state of charge of the energy storage device is 2,000 hp·hr, instead of Figure 4 The figure shows 5,000 hp.

[0056] like Figure 5 and 6As shown, when the power demand exceeds the total power available from the diesel-powered engine around the 4th hour, the energy storage device supplies electrical energy to the traction motor. Current consumption reduces the amount of available energy in the storage device until 0 hp·hr in the 5th hour, as indicated by marking 604. Once the storage device is completely depleted, it can no longer supply any additional electrical energy for driving propulsion and necessary auxiliary loads. Figure 5 For most of the time period indicated by marker 502, starting from the 5th hour, the power demand exceeds the total capacity 312 of the three diesel engines, but the electrical energy storage device is unable to supplement the diesel engines. The difference between the power demand 302 and the available power 312 during the time period indicated by marker 502 represents a shortage. A shortage means that the mixed formation of vehicle systems, depending on the specific arrangement, cannot provide sufficient power to enable the vehicle systems to complete the journey as planned.

[0057] The shortage in the example shown is identified under the assumption that all vehicles and their propulsion-related components operate as planned. The controller may optionally consider the risk of one or more components failing during the trip, a failure that would reduce the amount of available power as a function of time. Failures may include a broken axle, engine damage, etc. For example, the controller may apply a correction factor that reduces the determined available power by a certain amount or percentage to address the risk of component failure. The risk of failure may increase over time during the trip, making the risk of failure greater along the final segment of the trip compared to the initial segment.

[0058] According to one or more embodiments, Figure 1 The controller shown can adjust the planned trip based on a comparison between power demand and available power over time. For example, if a shortage exists, such as... Figure 5 If a shortage is indicated by mark 502, the controller can change the planned route to compensate for (e.g., eliminate) the shortage.

[0059] In one example, the controller can alter the planned trip by instructing a change in the vehicle configuration of the vehicle system. For instance, the vehicle configuration can be changed to compensate for a shortage by adding at least one (additional) battery-powered vehicle to be included in the vehicle system. At least one battery-powered vehicle can replace one or more fuel-consuming vehicles. The vehicle configuration can be changed by increasing the state of charge of existing battery-powered vehicles in the group, such as by increasing the initial state of charge from 2,000 hp·hr to 5,000 hp·hr. Figure 3 and 4 An initial charge state of 5,000 hp·hr would be sufficient to compensate. Figure 5The shortage is illustrated. Another way to change the vehicle's construction is to increase the charge capacity of a battery-powered vehicle, such as by increasing the number and / or size of battery cells.

[0060] In the second example, the controller can modify the planned trip by changing the operational aspects of the trip. Operational aspects refer to how the vehicle operates during the trip, such as movement parameters (e.g., speed, acceleration, deceleration), the number and duration of stops, the specific travel path, etc. The controller can change operational aspects by modifying or relaxing predetermined trip parameters and / or constraints, such as speed limits, arrival times, etc. Optionally, the controller can compensate for deficiencies or otherwise provide additional time for the vehicle system to complete the trip by delaying the predetermined arrival time of the vehicle system in the planned trip. Delaying the predetermined arrival time and / or increasing the specified time period for completing the trip will reduce the power demand due to time variations, because there is additional time to perform the same task. A necessary consequence of delaying the arrival time is a reduction in the speed of the vehicle system along the route, since a reduction in speed also results in a delay in arrival time.

[0061] The controller can alter the planned journey by exceeding movement constraints. For example, the controller can allow the vehicle system to exceed limits on the amount of emissions generated by the vehicle system and / or the amount of noise produced by the vehicle system. Exceeding such limits can increase the amount of available power that a fuel-consuming vehicle can provide, which can be used to meet power demand. Optionally, because budget analysis can predict the time and / or location of shortages, the controller can allow the vehicle system to exceed movement constraints only to the extent necessary to compensate for the shortage. For example, in Figure 5 In the middle, after 7 hours, the controller can restore the movement constraint because there are no other expected shortages.

[0062] Another travel parameter that can be modified is the specific route the vehicle system will travel in the planned trip. For example, the planned trip may include a first set of routes. The controller can modify the planned trip to include a different second set of routes that can adequately eliminate the shortage. For example, compared to the second set of routes, the first set of routes may include a larger uphill gradient and / or a shorter radius of curvature, such that the power required to travel along the first set of routes is greater than the power required to travel along the second set of routes, even if the distance defined by the second set of routes to complete the planned trip is greater than the distance defined by the first set of routes.

[0063] In the third example, the controller can alter the planned trip by adding stops to refuel and / or recharge the mixed grouping of vehicle systems. For instance, if a stop is made within the first four hours of the trip to recharge the energy storage device, the energy storage device can have sufficient energy to meet excess power demands, thereby eliminating... Figure 5 The shortage is marked at 502.

[0064] In the fourth example, the controller can change the planned route by altering the power distribution among the various power sources. For example, because... Figure 6 As shown, the energy storage device is relatively depleted at the start of the trip, so the trip can be altered to use one or more diesel engines to drive a generator, such as a traction motor, thereby charging the energy storage device during the first few hours of the trip. Then, when stored energy is needed in the fourth hour, the state of charge will be sufficient to meet the excess power demand without reaching depletion. Optionally, the trip can be altered to control at least one battery-powered vehicle and a fuel-consuming vehicle to provide different amounts of traction to propel the vehicle system over time based on the financial cost of different sources of available power. For example, when multiple power sources are available to individually meet power demand during a given time period, the controller can select the power source that provides propulsion during the given time period, representing the lowest financial cost per power output.

[0065] The controller may optionally modify the planned trip to include multiple control operations as described in the examples above. After modifying the planned trip, but before the vehicle system begins the trip, the controller may perform a power and energy budget analysis based on the updated planned trip to determine the updated difference between the power demand and the available power.

[0066] For example, Figure 3 and 5 The power demand 302 shown represents the first power demand. If the controller changes the planned trip by delaying the specified arrival time and / or extending the specified time period for completing the trip, the controller determines the modified power demand, as a function of time, for the vehicle system to complete the previously planned trip based on the changed arrival time and / or the changed trip duration. The controller then determines whether the available power is sufficient to propel the vehicle system to complete the previously planned trip by comparing the amount of available power from the vehicle system with the determined modified power demand. If the change to the planned trip does not affect the amount of available power, the controller can use the same amount as previously calculated. On the other hand, if, for example, the capacity of the energy storage device increases, the controller can determine the modified available power as a function of time. Based on the comparison between the updated values ​​of one or both of the power demand and the available power, the controller can confirm and save the modified planned trip or can change the planned trip again. By incrementally altering the way trips are planned, the controller can focus on or narrow down the following arrangements of planned trips (e.g., specific routes, vehicle configurations, etc.): arrangements that meet specified constraints, such as providing acceptable arrival times, while having higher energy efficiency, consuming less hydrocarbon-based fuel, generating less emissions, and / or producing less noise than other vehicle trips not planned in this way.

[0067] Once the planned itinerary is confirmed and saved (e.g., finalized), the vehicle system can travel at the predetermined departure or start time of the itinerary according to the finalized itinerary. For example, the vehicle system may be configured and equipped with a specific vehicle configuration specified in the finalized itinerary, and can travel along a specific set of routes based on a specific set of movement constraints outlined in the finalized itinerary. During the vehicle system's movement during the itinerary, certain events may occur that were not anticipated during the planning phase, such as unexpected delays, unexpected amounts of damage, or component failures. In an embodiment, the controller may re-perform a power and energy budget analysis based on the current status of the vehicle system during the itinerary to control the vehicle system to travel along subsequent segments of the itinerary.

[0068] During the trip, the controller can determine a second power requirement, as a function of time, for the vehicle system to complete a segment of the planned trip (e.g., a first power requirement was determined before the trip). This segment can be the remaining segment of the trip or an upcoming segment. The second power requirement can be a remaining power requirement, which refers to the amount of power, as a function of time, required to complete the remaining portion of the trip. The controller can also determine a second available power quantity, as a function of time, from the vehicle system (e.g., a first available power quantity was determined before the trip). The controller can then compare the second power requirement with the second available power quantity over time to determine whether the second available power quantity is insufficient to propel the vehicle system to complete the segment of the planned trip according to the second power requirement. Based on the detected shortage or insufficiency, the controller can modify the segment of the planned trip to compensate for or eliminate the shortage.

[0069] Figure 7 This is a flowchart 700 of a method for changing the planned journey of a vehicle system and controlling the movement of the vehicle system during the planned journey, according to an embodiment. The various steps of the method can be... Figure 1 As shown and referenced above Figures 1 to 6 The described controller 110 is executed by one or more processors 112. For example, individual steps may be executed by one or more processors of the controller to modify the planned trip to increase or achieve certain objectives, such as increasing energy efficiency, during the trip while adhering to specified constraints. The steps included in the method may be more than... Figure 7 The steps shown are numerous and more complex than those shown. Figure 7 The steps shown are few and / or related to Figure 7 The steps shown are different.

[0070] At step 702, the power requirement for the vehicle system to complete the previously planned journey is determined as a function of time. At step 704, the available power from the vehicle system is determined as a function of time. At step 706, the available power is compared with the determined power requirement over time. At step 708, based on the comparison, it is determined whether the available power is sufficient to propel the vehicle system to complete the previously planned journey.

[0071] If sufficient power is available, the process continues to step 710. At step 710, the previously planned trip is modified in a first manner. For example, the previously planned trip can be modified to reduce excess available power by reducing the number of fuel-consuming vehicles in the group. After step 710, it is determined at step 711 whether the method should be repeated. If not, at step 712, the planned trip modified at step 710 is saved and finalized. If it is decided to repeat, the planned trip modified at step 710 can be returned to step 702, and the method can be repeated to narrow down or direct attention to beneficial solutions or arrangements of the planned trip.

[0072] Returning to step 708, if the available power is insufficient, resulting in an anticipated shortage during the trip, the process continues to step 714. At step 714, the previously planned trip is modified in a second manner, different from the first approach in step 710. For example, the previously planned trip can be modified to eliminate the shortage by changing aspects of the vehicle configuration or operation of the trip (e.g., trip characteristics) to increase the available power as a function of time relative to the power demand. The process then returns to step 702 and repeats the method to strive to narrow down or focus on beneficial solutions or arrangements for planning the trip.

[0073] although Figure 7 Not shown, but after the planned trip is finalized, the vehicle system can be controlled to execute the planned trip according to the finalized plan. Additionally, the controller can prioritize maintaining a balance among different energy storage types. That is, the controller can choose to allocate more fuel, rather than stored electrical energy (e.g., batteries, supercapacitors), as reserve energy at the end of the trip, or vice versa. Moreover, during the trip, the controller can selectively prioritize the use of one energy type at a particular location. This can occur when the battery is prioritized to discharge to propel the vehicle system through tunnels or when the engine is prioritized to operate in hot environments to prevent the battery from overheating. The controller can make these choices to achieve the trip's objectives, but within the aforementioned general constraints, which also aim to protect component health, component lifespan, reduce emissions, reduce noise (e.g., in residential areas), and / or improve vehicle system performance.

[0074] In at least one embodiment, a method is provided that includes determining the power requirements of a vehicle system to complete a planned journey along a given route. The method includes determining whether the available power is sufficient to propel the vehicle system to complete the planned journey by comparing the available power from the vehicle system with the determined power requirements. The method further includes modifying one or more operational aspects of the planned journey based on the comparison between the available power and the determined power requirements to generate a modified, newly planned journey.

[0075] Optionally, the planned journey is altered while the vehicle system is traveling along the route during the planned journey. Optionally, determining the available power amount includes reserving a specified amount of available energy on the vehicle system for use by the vehicle system after completing the planned journey. The determined available power amount may exclude the reserved specified amount of available energy. Optionally, the planned journey is a first planned journey of a plurality of planned journeys, and the reserved specified amount of available energy is used by the vehicle system to propel the vehicle system along a second planned journey following the first planned journey, propel the vehicle system in the field, and / or drive non-propulsion loads on the vehicle system. Optionally, the available power amount is determined at least in part based on an estimated amount of regenerative energy captured by the vehicle system during braking events during the planned journey.

[0076] Optionally, the available power is determined at least in part based on the determination of the state of charge, health status, and / or charge capacity of one or more energy storage devices on the vehicle system. Optionally, the available power is determined at least in part based on the number of fuel cells on the vehicle system and / or the amount of fuel on the vehicle system used for the fuel cells. Optionally, the available power as a function of time is determined at least in part based on the amount of fuel on the vehicle system used to power the engine and / or the rated power of the engine. Optionally, altering the planned trip includes delaying the predetermined arrival time of the vehicle system in the planned trip and / or extending the specified time period for completing the planned trip. Optionally, altering the planned trip includes adding waypoints to the planned trip to perform one or both of refueling or recharging of the vehicle system. Optionally, altering the planned trip includes changing from a first planned route for the vehicle system to travel to complete the planned trip to a second different route.

[0077] Optionally, altering the planned journey includes controlling the vehicle system to exceed engine emission constraints. Optionally, the power demand is determined to be a change over time or a change over distance. Optionally, the power demand is determined based on: the gradient of one or more routes of the planned journey; airflow direction and speed or wind direction and speed; the distance to complete the planned journey; the class of one or more vehicles in the vehicle system; the surrounding environment in which the vehicle system is planned to travel during the planned journey; the weight of the vehicle system; the speed distribution followed by the vehicle system during the planned journey; and / or the load transported by the vehicle system during the planned journey.

[0078] Optionally, the power demand is determined as a function of time and is at least partially based on the vehicle system completing the planned journey at a predetermined arrival time or within a specified time period. Optionally, the determined power demand is a first power demand, and the method further includes changing the predetermined arrival time and / or the specified time period and determining a modified power demand as a function of time for the vehicle system to complete the planned journey based on one or more of the changed predetermined arrival time or the changed specified time period. The modified power demand differs from the first power demand. The method also includes determining whether the available power from the vehicle system as a function of time is sufficient to advance the vehicle system to complete the planned journey by comparing the available power with the determined modified power demand, and modifying the planned journey to produce a newly planned modified journey based at least partially on the comparison between the available power and the determined modified power demand.

[0079] Optionally, the power demand is a first power demand, and the available power is a first available power quantity. The method further includes determining a second power demand for the vehicle system to complete a segment of the newly planned modified journey during movement of the vehicle system in a newly planned modified journey. The method also includes determining that the second available power from the vehicle system is insufficient to propel the vehicle system to complete the segment of the newly planned modified journey according to the second power demand, and at least in part, altering the segment of the newly planned modified journey based on the insufficiency of the second available power to propel the vehicle system to complete the segment of the newly planned modified journey according to the second power demand.

[0080] Optionally, changing the segment of the modified route in the new plan includes changing the predetermined time for the vehicle system to reach the end position of the segment. Optionally, the planned route is changed by calculating different amounts of computational power required to complete the planned route along different first and second sets of routes and then changing the planned route to include the second set. Compared to the second set of routes, the first set of routes defines a shorter distance to complete the planned route, but compared to the second set of routes, the first set of routes defines a larger uphill gradient and / or a shorter radius of curvature.

[0081] In one or more embodiments, a controller is provided, the controller including one or more processors. The one or more processors can determine the power requirements of a vehicle system to complete a planned trip and determine whether the available power is sufficient to propel the vehicle system to complete the planned trip by comparing the amount of available power from the vehicle system over time with the determined power requirements. The one or more processors can modify the planned trip based at least in part on the comparison between the available power and the determined power requirements.

[0082] Optionally, the one or more processors may determine the available power amount based at least in part on an estimated amount of regenerative energy captured or received from the overhead contact line or third rail during braking of the vehicle system during the planned journey. Optionally, the one or more processors may determine the available power amount based at least in part on the state of charge, health status, and / or charge capacity of one or more energy storage devices on the vehicle system. Optionally, the one or more processors may modify the planned journey by adding stops to refuel or recharge the vehicle system. Optionally, the one or more processors may determine the power demand based at least in part on: the gradient of one or more routes of the planned journey; the distance to complete the planned journey; the class of one or more vehicles in the vehicle system; the surrounding environment in which the vehicle system is planned to travel during the planned journey; the weight of the vehicle system; the speed distribution followed by the vehicle system during the planned journey; and / or the load transported by the vehicle system during the planned journey.

[0083] In one or more embodiments, a system is provided that includes one or more processors capable of determining the power requirements of a vehicle system to complete a planned journey. The one or more processors can determine whether the available power is sufficient to propel the vehicle system to complete the planned journey by comparing the amount of available power from the vehicle system over time with the determined power requirements. The one or more processors can modify the planned journey based at least in part on the comparison between the available power and the determined power requirements.

[0084] Optionally, when determining the available power amount as a function of time, the one or more processors may reserve a predetermined amount of available energy on the vehicle system for use by the vehicle system after completing the planned journey. The one or more processors may determine the available power amount excluding the reserved specified amount of available energy. Optionally, the one or more processors may determine the available power amount as a function of time based at least in part on an estimated amount of regenerative energy captured by the vehicle system during braking during the planned journey or received from the overhead contact line or third rail. Optionally, the one or more processors may determine the available power amount based at least in part on the state of charge, health status, and / or charge capacity of one or more energy storage devices on the vehicle system.

[0085] Optionally, the one or more processors can modify the planned trip by adding stops to refuel and / or recharge the vehicle system. Optionally, the one or more processors can switch from a first route to a different second route to complete the planned trip. Optionally, the one or more processors can determine the available power as a function of time based on the number of fuel cells on the vehicle system and / or the amount of fuel on the vehicle system used for the fuel cells. Optionally, the one or more processors can determine the available power as a function of time based on the amount of fuel on the vehicle system used to drive the engine and / or the rated power of the engine. Optionally, the one or more processors can determine the power requirement based at least in part on: the gradient of one or more routes of the planned trip; the distance to complete the planned trip; the class of one or more vehicles in the vehicle system; the surrounding environment in which the vehicle system is planned to travel during the planned trip; the weight of the vehicle system; the speed distribution followed by the vehicle system during the planned trip; and / or the load transported by the vehicle system during the planned trip.

[0086] As used herein, the terms “processor” and “computer,” as well as related terms such as “processing device,” “computing device,” and “controller,” may refer not only to those integrated circuits referred to in the art as computers, but may also refer to microcontrollers, microcomputers, programmable logic controllers (PLCs), field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), and other programmable circuits. Suitable memory may include, for example, computer-readable media. Computer-readable media may be, for example, random access memory (RAM), computer-readable non-volatile media, such as flash memory. The term “non-transitory computer-readable medium” means a tangible computer-based device implemented for storing information, such as computer-readable instructions, data structures, program modules and submodules, or other data, both short-term and long-term, in any device. Therefore, the methods described herein may be encoded as executable instructions embodied in tangible non-transitory computer-readable media, including but not limited to storage devices and / or memory devices. Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. Thus, the term may include tangible computer-readable media, including but not limited to non-transitory computer storage devices, including but not limited to volatile and non-volatile media, and removable and non-removable media, such as firmware, physical and virtual storage devices, CD-ROMs, DVDs, and other digital sources, such as networks or the Internet.

[0087] Unless the context clearly indicates otherwise, the singular forms “a” and “the” include plural indicators. “Optional” or “optionally” means that the event or situation subsequently described may or may not occur, and means that the description may include both cases where the event occurs and cases where the event does not occur. Approximate language as used herein throughout the specification and claims may be used to modify any quantitative representation that allows for variation without altering its underlying function. Therefore, a value modified by one or more terms such as “about,” “substantially,” and “approximately” may not be limited to the specified precise value. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value. Scope limitations may be combined and / or interchanged herein and throughout the specification and claims, and such scopes may identify and include all subscopes contained therein, unless the context or language indicates otherwise.

[0088] This written specification uses examples to disclose various embodiments, including the best mode, and uses examples to enable those skilled in the art to practice the embodiments, including making and using any apparatus or system and performing any combined methods. The claims define the patentable scope of this disclosure and include other examples that may occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if such other examples include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. A method for managing vehicle operation, comprising: The power requirements for a vehicle system to complete a planned journey are determined. The vehicle system includes multiple power sources configured to drive the vehicle system along one or more routes of the planned journey. The power requirements represent a set of instantaneous power outputs of the vehicle system during the planned journey, which are functions of a set of time, a set of distances, or a set of positions. The available power quantity from the plurality of power sources of the vehicle system is determined, the available power quantity representing a set of instantaneous power inputs during the planned journey as a function of the set of times, a set of distances, or a set of positions, wherein each of the set of instantaneous power inputs corresponds to the cumulative power that can be obtained from the plurality of power sources used for driving propulsion; A shortage is identified, meaning that within the set of times, distances, or locations, there exists a portion where the available power is less than the power demand; and The shortage is eliminated by modifying the planned route, wherein modifying the planned route includes changing the vehicle configuration of the vehicle system or changing one or more of one or more operational aspects of the planned route.

2. The method according to claim 1, wherein, The modification of the planned trip occurs when the vehicle system travels along one or more routes during the planned trip.

3. The method according to claim 1, wherein, The determination of the available power includes reserving a specified amount of available energy on the vehicle system for use by the vehicle system after the planned journey is completed, such that the determined available power does not include the reserved specified amount of available energy.

4. The method according to claim 3, wherein, The planned journey is the first planned journey among a plurality of planned journeys, and the reserved amount of available energy is used by the vehicle system for one or more of the following: propelling the vehicle system along a second planned journey following the first planned journey; propelling the vehicle system in the field; or driving non-propelling loads on the vehicle system.

5. The method according to claim 1, wherein, Determining the available power includes estimating the amount of regenerative energy the vehicle system will capture during braking events during the planned journey.

6. The method according to claim 1, wherein, The available power is determined at least in part based on the determination of one or more of the charge state, health state, or charge capacity of one or more electrical energy storage devices on the vehicle system.

7. The method according to claim 1, wherein, The available power is determined at least in part based on the number of fuel cells on the vehicle system and / or the amount of fuel on the vehicle system used for the fuel cells.

8. The method according to claim 1, wherein, The available power is determined at least in part based on the amount of fuel in the engine used to drive the vehicle system and the rated power of the engine.

9. The method according to claim 1, wherein, Changing one or more operational aspects of the planned journey includes: delaying the scheduled arrival time of the vehicle system or extending the specified time period for completing the planned journey.

10. The method according to claim 1, wherein, The one or more operational aspects of altering the planned trip include adding scheduled stops to the planned trip to perform refueling and / or recharging of the vehicle system.

11. The method according to claim 1, wherein, The one or more operational aspects of altering the planned route include: changing at least one of the one or more routes that the vehicle system is to travel to complete the planned route.

12. The method according to claim 1, wherein, The power requirement is determined based on one or more of the following: the gradient of one or more routes of the planned journey; airflow direction and airflow speed or wind direction and wind speed; The distance to complete the planned journey; the class of one or more vehicles in the vehicle system; the surrounding environment in which the vehicle system is planned to travel during the planned journey; the weight of the vehicle system; the speed distribution to be followed by the vehicle system during the planned journey; or the load to be transported by the vehicle system during the planned journey.

13. The method according to claim 1, wherein, The power requirement is determined at least in part based on the vehicle system completing the planned journey after it begins, at a predetermined arrival time, or within a specified time period.

14. The method according to claim 1, wherein, Modifying the planned itinerary includes altering the vehicle configuration of the vehicle system to increase the charge capacity of one or more energy storage devices on the vehicle system.

15. A system for managing vehicle operations, comprising: One or more processors, said one or more processors being configured to: Determine the power requirements for a vehicle system to complete a planned journey, wherein the vehicle system includes multiple power sources configured to drive the vehicle system along one or more routes of the planned journey; the power requirements represent a set of instantaneous power outputs of the vehicle system during the planned journey, the set of instantaneous power outputs being a function of a set of time, a set of distances, or a set of positions; The available power quantity from the plurality of power sources of the vehicle system is determined, the available power quantity representing a set of instantaneous power inputs during the planned journey as a function of the set of times, a set of distances, or a set of positions, wherein each of the set of instantaneous power inputs corresponds to the cumulative power that can be obtained from the plurality of power sources used for driving propulsion; A shortage is identified, meaning that within the set of times, distances, or locations, there exists a portion where the available power is less than the power demand; and The planned journey is modified by changing the vehicle configuration of the vehicle system or by changing one or more of one or more operational aspects of the planned journey.

16. The system according to claim 15, wherein, The one or more processors are configured to determine the amount of available power based at least in part on an estimate of one or both of the following: (i) the amount of regenerative energy that the vehicle system will capture during braking in the planned journey, or (ii) the amount of electrical energy that the vehicle system will receive from the overhead contact line or third track in the planned journey.

17. The system according to claim 15, wherein, The one or more processors are also configured to determine the amount of available power based at least in part on one or more of the charge state, health state, or charge capacity of one or more energy storage devices on the vehicle system.

18. The system according to claim 15, wherein, The one or more processors are configured to modify one or more operational aspects of the planned trip by adding scheduled stops to refuel and / or recharge the vehicle system.

19. The system according to claim 15, wherein, The one or more processors are configured to: The power requirement is determined at least in part based on one or more of the following: the gradient of one or more routes of the planned journey; the distance to complete the planned journey; and the class of one or more vehicles in the vehicle system. The planning includes the surrounding environment in which the vehicle system will travel during the planned journey; the weight of the vehicle system; the speed distribution that the vehicle system will follow during the planned journey; or the load that the vehicle system will transport during the planned journey.

20. A method for managing vehicle operation, comprising: The power requirements for a vehicle system to complete a planned journey are determined. The vehicle system includes multiple power sources configured to drive the vehicle system along one or more routes of the planned journey. The power requirements represent a set of instantaneous power outputs of the vehicle system during the planned journey, which are functions of a set of time, a set of distances, or a set of positions. The available power quantity from the plurality of power sources of the vehicle system is determined, the available power quantity representing a set of instantaneous power inputs during the planned journey as a function of the set of times, a set of distances, or a set of positions, wherein each of the set of instantaneous power inputs corresponds to the cumulative power that can be obtained from the plurality of power sources used for driving propulsion; A shortage is identified, meaning that within the set of times, distances, or locations, there exists a portion where the available power is less than the power demand; and The shortage is compensated by modifying the planned trip, wherein modifying the planned trip includes one or both of the following: replacing the fuel-consuming vehicle of the vehicle system with a first battery-powered vehicle; or changing one or more operational aspects of the second battery-powered vehicle in the vehicle system.

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