Vehicle control system and method

Abstract

A control method and system includes determining a resonant frequency of a vehicle system operably coupled with an external power source providing voltage and current to the vehicle system. A first filter extracts a phase or frequency component from the voltage provided by the external power source to produce a stable voltage component. A second filter extracts a phase or frequency component from the current provided by the external power source to produce a stable current component. The stable voltage component is out of phase with the stable current component. A control input for a converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency. The stable voltage component, the stable current component, and the control input are communicated with the converter device to change the resonant frequency of the vehicle system.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 160,455, filed March 12, 2021, and U.S. Patent Application No. 17 / 526,186, filed November 15, 2021, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The topics discussed in this article relate to control systems and methods for vehicle systems. Background Technology

[0004] In applications where vehicles receive power from external power sources (such as catenaries, electrified rails, etc.), link oscillations and instabilities can be caused by inductive capacitor input filtering, transients in the external power source (e.g., from grid infrastructure), power transients, and other vehicles and / or equipment electrically coupled to the catenary. For example, link oscillations can be caused by current and voltage fluctuations. Furthermore, static charging infrastructure (such as automatic or manual plug connections) can also cause oscillations. If the vehicle has a battery, oscillations may occur between the grid infrastructure and the battery. Link instability can cause circuit breaker tripping, potentially requiring the installation of protective circuits in the vehicle or equipment.

[0005] As an example of stabilizing link oscillations, a connection system may include an inductor-capacitor filter, which can be used to provide more stable connection and disconnection transitions to suppress transient effects, etc. However, when combined with typical inverter control dynamics, the link between the vehicle or equipment and the catenary becomes undamped and may be unstable when the natural frequency is energized. For example, the natural frequency may be energized when the vehicle connects or disconnects from the catenary, when the vehicle's power or traction changes, when the power of equipment operatively coupled to the catenary changes, or in similar situations. Existing active damping control strategies can be used, for example, by using the link voltage through a bandpass filter and then superimposing it as a torque-regulated component, to cancel or reduce instability. When the natural frequency is known or anticipated, the superimposed link voltage can be used to suppress the natural frequency. However, when the component and / or controller variations are unknown or different from expectations, additional or alternative damping measures may be required.

[0006] It may be desirable to have a system and method for stable link oscillations that differs from those currently in use. Summary of the Invention

[0007] In one or more embodiments, a method includes determining the resonant frequency of a vehicle system operatively coupled to an external power source. The external power source may supply voltage and current to the vehicle system. A plurality of filters are used to form a stable voltage component from the voltage and a stable current component from the current. A first filter extracts one or more phase or frequency components from the voltage supplied by the external power source to generate the stable voltage component. A second filter extracts one or more phase or frequency components from the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase. A control input for a converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency. The stable voltage component, the stable current component, and the control input are communicated with the converter device. The stable voltage component, the stable current component, and the control input change the resonant frequency of the vehicle system.

[0008] In one or more embodiments, a control system includes a sensor configured to detect the resonant frequency of a vehicle system operatively coupled to an external power source. The external power source provides voltage and current to the vehicle system. A plurality of filters are configured to form a stable voltage component from the voltage and a stable current component from the current. A first filter of the plurality of filters extracts one or more phase or frequency components from the voltage supplied by the external power source to generate the stable voltage component. A second filter of the plurality of filters extracts one or more phase or frequency components from the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase. One or more processors are configured to determine control inputs for a converter device of the vehicle system based on the stable voltage component, the stable current component, and the resonant frequency. The one or more processors communicate the stable voltage component, the stable current component, and the control inputs to the converter device of the vehicle system. The stable voltage component, the stable current component, and the control inputs alter the resonant frequency of the vehicle system.

[0009] In one or more embodiments, a method includes determining a resonant frequency of a vehicle system operatively coupled to an external power source. The external power source provides voltage and current to the vehicle system. A plurality of filters are used to form a stable voltage component from the voltage and a stable current component from the current. A first filter extracts one or more phase or frequency components of the voltage supplied by the external power source to generate the stable voltage component. A second filter extracts one or more phase or frequency components of the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase by 90 degrees. A control input for a converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency. The stable voltage component, the stable current component, and the control input communicate with the converter device. The stable voltage component, the stable current component, and the control input generate a response frequency configured to cancel the resonant frequency of the vehicle system or interact with the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system. Attached Figure Description

[0010] Referring to the accompanying drawings, the subject matter of the invention can be understood by reading the following description of non-limiting embodiments, in which:

[0011] Figure 1 An example of a vehicle system according to one embodiment is shown;

[0012] Figure 2 A flowchart illustrating an example of a method for controlling the resonant frequency of a vehicle system according to one embodiment is shown;

[0013] Figure 3 An embodiment is shown. Figure 1 The diagram shows the electrical schematic of the vehicle system.

[0014] Figure 4 A system according to one embodiment is shown;

[0015] Figure 5 A system according to one embodiment is shown;

[0016] Figure 6 A system for delegating stable feedback to a resonant frequency source according to one embodiment is shown;

[0017] Figure 7 A system for determining stability compensation to suppress resonant frequencies from one or more sources, according to one embodiment, is shown.

[0018] Figure 8A graphical representation of the resonant frequency according to one embodiment is shown;

[0019] Figure 9 A graphical representation of suppressing the resonant frequency using a response frequency with a stable voltage component, according to one embodiment, is shown; and

[0020] Figure 10 A graphical representation of suppressing the resonant frequency using a response frequency having a stable voltage component and a stable current component, according to one embodiment, is shown. Detailed Implementation

[0021] Embodiments of the subject matter described herein relate to vehicle systems and methods for controlling vehicle systems, such as controlling or altering the resonant frequency of a vehicle system (its electrical system). The vehicle system may be operatively coupled to an external power source and may receive current and voltage (e.g., electrical power) from the external power source to supply power to one or more systems or components of the vehicle system.

[0022] The vehicle system may include multiple electrical filters that can receive voltage and current, and can respectively form a stable voltage component and a stable current component from the voltage and current. For example, a first filter can change the phase of the voltage to form a stable voltage component, and a second filter can change the phase of the current to form a stable current component. The stable current component is out of phase with the stable voltage component. For example, the phase of the stable current component may differ from the phase of the stable voltage component by 90 degrees.

[0023] The controller can determine the control input to the converter device of the vehicle system based on stable voltage and stable current components. For example, the control input can control one or more operating settings of the vehicle system, such as torque generated by the drive system, speed of the blower unit, etc. The controlled device can communicate the stable voltage and stable current components, along with the control input, to the converter device to change the resonant frequency of the vehicle system. For example, the stable voltage and stable current components, along with the control input, can together form a stability compensation configured to cancel the resonant frequency and / or interact with the resonant frequency to change its response frequency. For example, the stability compensation can reduce or suppress the resonant frequency. For example, the resonant frequency is partially dependent on the converter's output and changes as the converter operates according to the stable voltage, stable current, and control input.

[0024] While some embodiments described herein relate to trams, not all embodiments of the subject matter are limited to trams. One or more embodiments of the subject matter may relate to other types or models of vehicles, such as cars, trucks, buses, mining vehicles, ships, aircraft (manned or unmanned, such as drones), agricultural vehicles, or other off-highway vehicles that can receive power from an external power source. Furthermore, vehicles may be included in a vehicle system that may include two or more different types of vehicles that can operate as a common vehicle system and can communicate with each other and / or with non-vehicle control systems.

[0025] Figure 1 An example of a vehicle system 100 is shown. The vehicle system includes a controller 122 disposed on the vehicle system. The controller may represent a control module and may include one or more processors, microcontrollers, or other logic-based devices and / or associated software or instructions for performing one or more operations described herein. For example, the controller controls the operation of the vehicle system by controlling the traction and / or braking forces provided by the propulsion and braking system 104. The controller may be manually operated based on manual input from the operator at an input device, by receiving instruction signals from the input device 124 (e.g., a device that receives input from the operator, such as, but not limited to, a touchscreen, joystick, keyboard, switch, wheel, microphone, etc.). Output devices 136 (e.g., displays, monitors, touchscreens, speakers, lights, etc.) may provide the operator with information such as the current operating settings of the vehicle system, the specified operating settings of the trip plan (described below), the current electrical energy stored in the vehicle system, the current storage capacity of the on-board energy storage device 102, etc.

[0026] In one or more embodiments, the controller may operate automatically to automatically control the operation of the vehicle system. For example, a trip plan may be provided by the energy management system 126 and / or stored in a tangible and non-transitory computer-readable storage medium or memory 128 accessible to the controller. In one or more embodiments, the controller and the energy management system may represent two or more control modules. The trip plan may specify the operating settings of the vehicle system as a function of the time or distance of the route along the trip from the vehicle system to the destination location. Specific operating settings for the trip plan may be established to reduce one or more of the following: fuel consumption, emissions generated, or time spent by the vehicle system during the trip. The energy management system may include one or more processors, microcontrollers, or other logic-based devices and / or associated software or instructions for performing one or more of the operations described herein.

[0027] A traction component operatively coupled to a propulsion and / or braking system (e.g., a traction motor, a brake such as an air brake, etc.) can control the movement of the vehicle system's wheels 110 (and / or axles connected to the wheels, not shown) to generate traction force that propels the vehicle along route 112. In addition to providing propulsion force to propel the vehicle system, the propulsion and / or braking system can also use dynamic braking to slow or stop the movement of the vehicle system.

[0028] The propulsion and / or braking systems may be powered by electrical energy (such as current) supplied by one or more on-board and / or off-board power sources. For example, the vehicle system may be referred to as a hybrid vehicle system, such that the vehicle system can be powered by an off-board external power source, an on-board power source, or a combination of external and on-board power sources. Regarding the on-board power source, the vehicle system may include an on-board energy storage device 102 and / or a power source 120 such as one or more fuel cells, batteries, etc. The on-board power source may also, or alternatively, include one or more on-board energy sources (not shown) that generate current in the vehicle. For example, the on-board energy source may include a generator and / or alternator that can be connected to the engine 106 via a shaft. Rotation of the engine relative to the shaft causes the rotor of the generator to rotate to generate electrical energy (such as current).

[0029] In one or more embodiments, on-board energy may include another type of device that generates or stores electrical energy on the vehicle, such as one or more solar cells, wind turbines, etc. In another example, when the traction motor is operating in dynamic braking mode, the on-board energy may include the traction motor of the propulsion system, wherein electrical energy is generated by the traction motor during deceleration of the vehicle system in dynamic braking mode. At least a portion of the electrical energy generated by dynamic braking may be provided to an on-board energy storage device for storage. Additionally or alternatively, the energy generated by dynamic braking may be used for other regenerative purposes, battery purposes, to power other auxiliary systems and front-end power sources of the vehicle system (e.g., cabin lighting and air conditioning), or other vehicles operatively connected to the vehicle system.

[0030] Although the on-board energy storage device is shown as being arranged on the vehicle system and operatively coupled to the propulsion and braking systems, alternatively, the on-board energy storage device can be arranged on another vehicle coupled to the vehicle system 100. For example, the energy storage device can be located on an energy supply vehicle connected to the vehicle system 100 via one or more mechanical connections, such that movement of the vehicle system also moves the supply vehicle. Such an energy storage device can be connected to the propulsion system of the vehicle system via one or more conductors (e.g., bus, cable, wire, etc.).

[0031] The energy storage device can directly supply current to the traction motor to power the motor by directly coupling it to the traction motor of the propulsion system (e.g., without an intermediate conductive bus, transformer, etc., between the energy storage device and the motor). Alternatively or additionally, the energy storage device can indirectly supply current to the traction motor by transmitting current to the motor through one or more conductive buses, transformers, etc. Optionally, the energy storage device can directly and / or indirectly supply current to the blower motor inverter, converter device 114, etc., of the vehicle system (not shown). Optionally, the energy storage device can directly and / or indirectly supply current to one or more different vehicles operatively coupled (e.g., mechanically and / or logically) to the vehicle system to power one or more systems of different vehicles.

[0032] In one or more embodiments, the vehicle system may receive current from an external power source 118. For example, one or more systems of the vehicle system may be electrically connected to one or more conductive paths extending along the route along which the vehicle system travels. Figure 1 In the illustrated embodiment, the overhead catenary can supply electrical energy to an interface device of the vehicle system (e.g., the pantograph 116 of the vehicle system). As another example, the power supply section of the line, such as an electrified rail, can represent an interface device that supplies electrical energy to brake shoes (not shown) or other interface devices. Electrical energy received through the vehicle system's interface device can be used to charge onboard energy storage devices, power one or more systems of the vehicle system (e.g., blower motors, traction motors, braking systems, etc.), etc. For example, the drive system of a propulsion system can operate using energy from an external power source.

[0033] One or more sensors 130 may be arranged on the vehicle system. The sensors may output signals indicative of vehicle characteristics, characteristics of different systems and / or components of the vehicle system, environmental conditions, etc. The output signals may be transmitted (e.g., wired or wirelessly) to a controller. In one or more embodiments, the controller is capable of determining the state of one or more systems within the vehicle system. Optionally, the controller may transmit the output signals via an output device to a non-vehicle controller or control system, or to an operator of the vehicle system, etc.

[0034] The sensors can be temperature sensors, accelerometers, tachometers, cameras, voltmeters, ammeters, torque sensors, pressure sensors, inclinometers, or alternative gravity sensors, etc. For example, sensor 130A can be a camera that captures still images and / or video of an area outside the vehicle system; sensor 130A can also be a load cell that captures load measurements of a payload operatively coupled to the vehicle system. Optionally, sensors 130B and 130C can sense wheel characteristics (e.g., suspension and / or tire pressure, axle and / or wheel speed, etc.). Optionally, sensor 130D can be disposed in the driver's cab of the vehicle system and can sense cab characteristics (e.g., operator seat movement or bouncing, cab environmental conditions, capturing still images and / or video of the cab and / or capturing images of the exterior of the cab through the cab windows, etc.). Optionally, sensor 130E can be operatively coupled to a pantograph and can measure the characteristics of electrical energy introduced into the vehicle system from an external power source. Optionally, the vehicle system may include any additional and / or alternative sensors arranged at one or more different locations on and / or outside the vehicle system to measure the characteristics of the vehicle system.

[0035] In one or more embodiments, the vehicle system is electrically coupled to an external power source via a pantograph, allowing the external power source to supply voltage and current to the vehicle system. When electrically coupled, the external power source may introduce inherent resonant frequencies into the vehicle system (e.g., frequencies that occur organically or naturally in the absence of external input). For example, a catenary connection may be unstable, causing the external power link to oscillate, experience voltage transients, current transients, etc.

[0036] In one or more embodiments, the resonant frequency may change, for example, by becoming excited, in response to another vehicle coupling and / or decoupling from an external power source, or by a change in the number of vehicles electrically coupled to an external power source. Furthermore, the resonant frequency may be a continuously increasing instability, such that without damping to counteract or interact with the resonant frequency, the instability of the resonant frequency may continue to increase (e.g., worsen).

[0037] Figure 2A flowchart illustrating an example of a method 200 for changing and / or controlling the resonant frequency of a vehicle system according to one embodiment is shown. This method can be used in conjunction with one or more embodiments of the systems described herein. At 202, the vehicle system operates using an external power source. For example, the external power source can provide voltage and current to the vehicle system to power one or more systems or devices within the vehicle system. For example, the voltage and current can be received by a converter in the vehicle system, which may be an AC inverter, a DC-DC converter, a brake chopper, an electrification auxiliary blower, a passive or active rectifier, etc. In one or more embodiments, the current and / or voltage from the external power source can be estimated based on other signals. Alternatively, one or both of the current or voltage from the external power source can be measured directly, for example, by a current sensor and / or a link voltage sensor.

[0038] At 204, a decision is made as to whether a resonant frequency has been detected. The resonant frequency can be detected based on characteristics measured or otherwise sensed by one or more sensors of the vehicle system. For example, sensors can measure or otherwise sense instabilities in electrical power from an external source (e.g., through the use of a phase-locked loop), or sense or detect vehicle body oscillations, vehicle payload gauge oscillations, truck seat oscillations, tire pressure rebound feedback, suspension position, pantograph spring bounce, etc. If no resonant frequency is detected, the method returns to 202.

[0039] When a vehicle system electrically coupled to an external power source is started, the process can continue according to a predetermined operating schedule (e.g., continuously, every second, every minute, every 30 minutes, every hour, etc.), based on predetermined criteria (e.g., in response to another vehicle being electrically coupled and / or disconnected from an external power source, in response to a change in propulsion system settings, in response to a change in the gradient of the route according to a predetermined threshold), and the location of one or more vehicle systems along the route. Optionally, the process can be performed on demand. For example, an operator on the vehicle system (and / or an operator outside the vehicle system) can manually control the controller to determine the resonant frequency of the vehicle system.

[0040] For example, Figure 4 An example of a system 400 according to one embodiment is shown. Figure 4In the illustrated embodiment, an external power supply 118 extends along the line between a first end 402 and a second end 404. A first vehicle system 410A and a second vehicle system 410B are electrically coupled to the external power supply via pantographs 416A and 416B, respectively. A third vehicle system 410C is disconnected from the external power supply. For example, the third vehicle system may be powered by an alternative power supply on the third vehicle system and may be powered by the external power supply while the third vehicle system moves along the route in direction 412 and between the first and second ends. The resonant frequency detected by the second vehicle system may change in response to the first vehicle system being disconnected from the external power supply and in response to the third vehicle system being connected to the external power supply as the vehicle system moves along the route in direction 412. Method 200 may continue in response to at least one of the multiple vehicle systems being disconnected from the external power supply, in response to at least one of the multiple vehicle systems being electrically connected to the external power supply, etc.

[0041] As another example, Figure 5 A system 500 comprising a group of vehicles 512, 514 is shown, which move together along a route. Vehicle systems 512A, 512B may be propulsion-generating vehicles, and vehicles 514A, 514B may be non-propulsion-generating vehicles. Optionally, the group of vehicles may include any number of propulsion-generating vehicles and / or any number of non-propulsion-generating vehicles arranged arbitrarily. Vehicle systems 512A, 512B are electrically coupled to an external power source via pantographs 516A, 516B, respectively. As the group of vehicles moves along the route, a resonant frequency can be detected by vehicle systems 512A and / or 512B. The resonant frequency can be detected in response to one of vehicle systems 512A, 512B being disconnected from the external power source, in response to both of vehicle systems 512A, 512B being disconnected from the external power source, in response to the other vehicle system being connected to the external power source, etc.

[0042] Return to Figure 2 If a resonant frequency is detected at 204, the method proceeds to 206. At 206, the resonant frequency of the vehicle system is determined. In one or more embodiments, a controller on the vehicle system may determine the resonant frequency based on signal inputs received from one or more sensors. Optionally, a controller outside the vehicle system may determine the resonant frequency. In one or more embodiments, the source of the resonant frequency may be determined along with the resonant frequency itself. For example, the controller may determine the resonant frequency of the vehicle system and may determine that the blower motor inverter of the vehicle system is the source of the resonant frequency. Optionally, the controller may determine that two different systems or devices within the vehicle system are sources of the resonant frequency.

[0043] At 208, a stable voltage component is formed by the voltage of the external power source. Furthermore, at 210, a stable current component is formed by the current of the external power source. The stable voltage and stable current components can be formed substantially simultaneously, or alternatively, the stable components can be formed at different times. Figure 3 An example of an electrical schematic 300 for a vehicle system is shown, which can be used to form stable voltage and current components. Voltage and current from an external power source can be directed through multiple filters, such as bandpass filters, of a controller to alter one or more characteristics of the voltage and current, respectively.

[0044] For example, at 302, a voltage from an external power source is supplied to a first filter 304. The first filter extracts phase and / or frequency components from the voltage to generate a stable voltage component at 306 (e.g., generating a stable voltage feedback component). Furthermore, at 312, a current from an external power source is supplied to a second filter 314. The second filter extracts phase and / or frequency components from the current to generate a stable current component at 316 (e.g., generating a stable current feedback component). The first and second filters may introduce phase shifts in the voltage and current feedback components, such that the total stable voltage component and stable current component are out of phase with the actual system dynamics. For example, the phase of the stable voltage component may differ from the phase of the stable current component by 90 degrees. Alternatively, the stable voltage component may be out of phase with the stable current component by 45 degrees, or 15 degrees, etc.

[0045] In one or more embodiments, the controller may include one or more processors that can generate stable voltage and / or stable current components using alternative methods. For example, one or more processors of the controller (or a processor outside the vehicle system) can determine the stable voltage and stable current components to determine the resonant frequency by using a Fast Fourier Transform (FFT) calculation. Since the range of resonant frequencies is known in advance (e.g., between 10 Hz and 30 Hz), the FFT can determine the actual frequency (e.g., 22.5 Hz). Once the frequency is determined, a common approach is to use a standard phase-locked loop (PLL) to track the frequency (e.g., since frequencies typically shift).

[0046] In one or more embodiments, the controller may change one or more settings of the first filter and / or the second filter based on the resonant frequency of the vehicle system. For example, one or more filters may be tuned or calibrated for performance and / or control loop dynamics based on the detected resonant frequency, historical performance data of the vehicle system, or the amount of power supplied by an external power source.

[0047] The first and second filters can generate stable voltage and current components. These components can then be directed to a controller on the vehicle system. The controller receives the stable voltage and current components, along with the detected resonant frequency. (Return to...) Figure 2 In section 212, the controller determines the control input based on the stable voltage component, the stable current component, and the detected resonant frequency. For example, the controller (or non-vehicle controller) may determine the control input based on both the voltage and current of an external power supply.

[0048] In one or more embodiments, the control input may have an amplitude and / or phase delay that can cancel, interact with, interfere with, or counteract the amplitude and / or phase of the detected resonant frequency. For example, a stable voltage component and a stable current component can form a vector that alters or compensates for phase hysteresis caused by at least one of a plurality of filters. The control input, together with the stable voltage component and the stable current component, and based on the resonant frequency, forms a response frequency, a stable compensation frequency, a stable compensation value, etc. For example, the vector sum of the stable voltage component and the stable current component can achieve feedback stabilization, alter phase hysteresis from at least one filter, from a torque regulator, etc.

[0049] In one or more embodiments, the control input can be one or more operating settings of the vehicle system. For example, the control input can change the torque generated by the drive or propulsion system of the vehicle system. Optionally, the control input can be the speed of the blower of the vehicle system. Optionally, the control input can be the secondary link voltage of a converter device. The control input is typically used for stabilization based on traction-induced resonance, but alternatively can be used for non-traction-induced resonance. For example, in one or more embodiments, the stabilization component of the control unit can be in the form of chopper actuation or alternative power supply modulation (e.g., such as suppressing the resonant frequency by using a DC-DC converter). Optionally, oscillations may occur based on interference between the battery charging infrastructure electrically coupled to an external power source. Optionally, the control input can be a power setting, voltage, current rate, or any other setting of any alternative system, device, or component of the vehicle system.

[0050] In 214, a stability compensation, including a stable voltage component, a stable current component, and a control input, is transmitted or otherwise directed to the converter device of the vehicle system. The control input, determined relative to either a voltage or current from an external power source, can be determined to change, minimize, reduce, suppress, correct, etc., the frequency of a detected resonance. For example... Figure 3As shown, stability compensation is directed to the converter device. The stability compensation interacts with or interferes with the current and voltage from an external power source to control the amplitude and / or phase angle of the converter device's output. For example, the control input, the stability voltage component, and the stability current component generate a response frequency that cancels out the resonant frequency of the vehicle system, thereby altering the resonant frequency of the vehicle system.

[0051] In one or more embodiments, the controller can communicate a stable voltage component, a stable current component, and a control input to another vehicle system. For example, the second vehicle system may be operatively coupled to an external power source and may experience a resonant frequency. The first vehicle system may include multiple filters to form stable voltage and current components, and may transmit the stable voltage and current components, along with the determined control input, to the second vehicle system.

[0052] In one or more embodiments, the controller may store stable voltage and current components, control inputs, and determination factors in memory on the vehicle system. For example, the controller may store data associated with determining the resonant frequency (e.g., the time, date, and / or location of the vehicle system at the time of frequency determination; the source of the resonant frequency; the determined control inputs, etc.). The data can be analyzed and / or viewed after the vehicle system reaches its destination, decouples from an external power source, etc. In one or more embodiments, the controller may transfer the stored data to a non-vehicle database, such as a backend server that can collect and / or compare data from multiple different vehicle systems.

[0053] In one or more embodiments, the controller may determine where the determined response frequency or stability compensation can be delegated. For example, Figure 6 A system 600 for delegating stable feedback to a resonant frequency source is shown according to one embodiment. A controller 604 is electrically coupled to multiple different converter sources 606 via multiple switches 608. As an example, a first source 606A may represent an AC traction inverter, a second source 606B may represent a blower motor inverter, and a third source 606C may represent a DC-DC converter. The multiple different sources may be electrically coupled to a shared electrical bus 610, such as a catenary, etc.

[0054] The controller can determine the control input based on the stable voltage component, the stable current component, and the detected resonant frequency, and based on the source of the resonant frequency. For example, the controller can determine which of multiple sources is generating the resonant frequency and determine the control input to change the resonant frequency of the source generating the resonant frequency. The controller can control the operation of multiple switches 608 to control which source receives the stabilization compensation 602 to cancel or interact with the resonant frequency, thereby changing the resonant frequency of the vehicle system. For example, the controller can switch the location where stabilization compensation is applied. The controller can determine where to apply stabilization compensation based on different operating states of multiple sources, the operating mode or state of the vehicle system, and based on the resonant frequency generated by the first source relative to the resonant frequency generated by the second source, etc.

[0055] In one or more embodiments, the controller can determine stability compensation for multiple resonant frequencies. For example, Figure 7 A system 700 according to one embodiment for determining stability compensation to cancel resonant frequencies from multiple different sources is shown. A controller 710 is electrically coupled to multiple sources 702. The multiple sources can represent the source of the detected resonant frequencies. For example, a first source 702A can represent a tire suspension bounce frequency, a second source 702B can represent a pantograph bounce resonance, and a third source 702C can represent a vehicle seat bounce resonance. The multiple sources can be the sources of different resonances. The controller can be electrically coupled to each of the multiple sources via multiple switches 706. The controller can control the operation of each of switches 706A-706C to control which source the controller is electrically coupled to. The controller can receive each of the individual resonances and can determine a superimposed total control input stability compensation 712 to alter the multiple different resonances. The controller can transmit the total stability compensation to a converter device 714 to cancel all detected resonant frequencies.

[0056] In one or more embodiments, the vehicle system may be operatively and / or communicatively coupled to a back-end server (not shown) of a positive vehicle control (PVC) system or a positive control system (PCS). The back-end server may be a critical or non-critical system, such that stored, contained, maintained, and communicated data therebetween may be critical (e.g., protected) and / or non-critical (e.g., unprotected) data. The back-end server may remotely control the braking settings of the vehicle system's braking system and the propulsion settings of the propulsion system (e.g., including axles). Optionally, the back-end server may remotely control the operation of a controller to determine the control input of a converter device based on a resonant frequency and stable voltage and current components. The PCS system may control which vehicle in the vehicle system (not shown) is permitted to move and / or is permitted to move outside of specified restrictions (e.g., above specified penalty speed limits), solely in response to the reception or continuous reception of one or more signals (e.g., signals received from outside the vehicle system) that meet specified criteria, such as signals having specified characteristics (e.g., specified waveforms and / or content) and / or being received at a specified time (or according to other specified time criteria) and / or under specified conditions. Alternatively, in a “negative” control system (NCS), vehicle movement may be permitted unless a signal (restricting movement) is received. For example, in a PCS, the vehicle has an onboard system that prevents the vehicle from performing one or more operations unless a signal is received from a non-vehicle source authorized to perform that operation. However, in an NCS, the vehicle may include an onboard system that allows the vehicle to perform one or more operations unless a signal is received from a non-vehicle source that prohibits the performance of one or more operations.

[0057] Figure 8 A graph 800 illustrating measured voltage and current from an external power source according to one embodiment is shown. The illustrated graph has a horizontal axis 804 representing time and a vertical axis 802 representing amplitude. A first data line 810 shows the voltage measured by a voltage sensor on the vehicle system. A second data line 812 shows the current measured by a current sensor on the vehicle system. At time T1, the voltage and current become increasingly unstable. For example, at time T1, another vehicle may be electrically coupled to the external power source, another vehicle may be electrically decoupled from the external power source, etc. For example, at time T1, the voltage and current sensors detect the resonant frequency of the vehicle system.

[0058] Figure 9A graph 900 showing measured voltage and current from an external power source according to one embodiment is shown. The graph is shown along the same horizontal axis representing time and the same vertical axis representing amplitude. A first data line 910 shows the voltage measured by a voltage sensor on the vehicle system, and a second data line 912 shows the current measured by a current sensor on the vehicle system. Similar to Figure 800, Figure 900 shows that at time T1, the voltage and current become unstable. Figure 9 In the illustrated embodiment, the resonant frequency is suppressed or canceled by forming a stable voltage component. For example, by using a filter to form a stable voltage component and determining the control input based on the stable voltage component, the controller can change the resonant frequency of the vehicle system. Compared to Figure 800, which indicates that the resonant frequency remains constant over time, Figure 900 indicates that determining the control input based on the stable voltage component reduces the resonant frequency over time.

[0059] Figure 10 A graph 1000 is shown illustrating the measured voltage and current from an external power source according to an implementation. Similar to graphs 800 and 900, graph 1000 is shown along the same horizontal and vertical axes. The first data line 1010 shows the voltage measured by the voltage sensor, and the second data line 1012 shows the current measured by the current sensor. Like graphs 800 and 900, graph 1000 shows that at time T1, the voltage and current become unstable. Figure 10 In the illustrated embodiment, the resonant frequency is suppressed or canceled by forming a stable current component and forming a stable current component. For example, with Figure 9 The curves shown are different. Figure 10 The resonant frequency shown is altered by forming a stable voltage component and a stable current component, and by determining the control input of the converter device based on both the stable voltage component and the stable current component. For example, when the converter operates based on the stable voltage component, the stable current component, and the control input, the stable voltage component, the stable current component, and the control input can change the resonant frequency of the vehicle system. Figure 1000 indicates that determining the control input based on both the stable voltage component and the stable current component reduces or suppresses the resonant frequency more quickly than when the control input is based solely on the stable voltage component.

[0060] In one embodiment, the control system may be deployed with a local data collection system that can use machine learning to achieve inference-based learning outcomes. The controller can learn and make decisions from a dataset (including data provided by various sensors) by making data-driven predictions and adjusting based on the dataset. In this embodiment, machine learning may involve performing multiple machine learning tasks, such as supervised learning, unsupervised learning, and reinforcement learning, through a machine learning system. Supervised learning may include presenting a set of example inputs and a desired output to the machine learning system. Unsupervised learning may include learning algorithms that construct their inputs using methods such as pattern detection and / or feature learning. Reinforcement learning may include the machine learning system performing in a dynamic environment and then providing feedback on correct and incorrect decisions. In this example, machine learning may include multiple other tasks based on the output of the machine learning system. In this example, the task may be a machine learning problem, such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. In this example, machine learning may include a variety of mathematical and statistical techniques. In the example, many types of machine learning algorithms might include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVM), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forests, K-means (K-Means), gradient boosting, K-nearest neighbors (KNN), prior algorithms, etc. In the embodiment, certain machine learning algorithms can be used (e.g., to solve constrained and unconstrained optimization problems that may be based on natural selection). In the example, the algorithm can be used to solve mixed integer programming problems, where some components are restricted to integer values. Algorithms and machine learning techniques and systems can be used in computational intelligence systems, computer vision, natural language processing (NLP), recommender systems, reinforcement learning, building graphical models, etc. In the example, machine learning can be used for vehicle performance and behavior analysis, etc.

[0061] In one embodiment, the control system may include a policy engine to which one or more policies can be applied. These policies may be at least partially based on the characteristics of a given item of the device or environment. Regarding the control policy, the neural network may receive inputs of a large number of environmental and task-related parameters. These parameters may include identifiers of a trip plan determined by the vehicle group, data from various sensors, and location and / or position data. The neural network can be trained to generate outputs based on these inputs, the output representing actions or sequences of actions that the vehicle group should take to complete the trip plan. During operation in one embodiment, determination can be made by processing the inputs of parameters through the neural network to generate values ​​at the output nodes that specify the desired action. This action can be translated into a signal that causes the vehicle to move. This can be achieved via backpropagation, a feedforward process, closed-loop feedback, or open-loop feedback. Alternatively, the machine learning system of the controller may use evolutionary policy techniques to tune various parameters of the artificial neural network instead of using backpropagation. The controller may use a neural network architecture with a function that may not always be solvable using backpropagation, such as a non-convex function. In one embodiment, the neural network has a set of parameters representing the weights of its node connections. Multiple copies of the network are generated, and then the parameters are tuned differently and simulated. Once the outputs of various models are obtained, their performance can be evaluated using a defined success metric. The optimal model is selected, and the vehicle controller executes the program to obtain the necessary input data to reflect the best predicted outcome scenario. Furthermore, the success metric can be a combination of optimization results, which can be weighted relative to each other.

[0062] In one or more embodiments of the subject matter described herein, a method includes determining the resonant frequency of a vehicle system operatively coupled to an external power source. The external power source may supply voltage and current to the vehicle system. A plurality of filters are used to form a stable voltage component from the voltage and a stable current component from the current. A first filter extracts one or more phase or frequency components from the voltage supplied by the external power source to generate the stable voltage component. A second filter extracts one or more phase or frequency components from the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase. A control input for a converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency. The stable voltage component, the stable current component, and the control input communicate with the converter device. The stable voltage component, the stable current component, and the control input alter the resonant frequency of the vehicle system.

[0063] Optionally, the stable voltage component and the stable current component are out of phase by 90 degrees.

[0064] Optionally, the method includes a drive system that utilizes an external power source to operate the vehicle system.

[0065] Optionally, the method includes changing one or more settings of one or more of a plurality of filters based on the resonant frequency of the vehicle system.

[0066] Optionally, the stable voltage component, stable current component, and control input can communicate with another vehicle system that is operatively coupled to an external power source.

[0067] Alternatively, the vehicle system may be a hybrid vehicle system configured to be powered by an external power source or alternative fuel.

[0068] Optionally, the stable voltage component and the stable current component form a vector that is configured to change or compensate for phase hysteresis caused by at least one of the multiple filters.

[0069] Optionally, the resonant frequency of the vehicle system is determined in response to the operative coupling or decoupling of another vehicle system from an external power source.

[0070] Optionally, the control input can control one or more operating settings of the vehicle system.

[0071] Optionally, the control input can change the torque generated by the drive system of the vehicle system.

[0072] Optionally, the control input can be determined based on the stable voltage component, the stable current component, and the resonant frequency, such that the control input, the stable voltage component, and the stable current component generate a response frequency, which is configured to cancel the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system.

[0073] In one or more embodiments of the subject matter described herein, a control system includes a sensor configured to detect the resonant frequency of a vehicle system operatively coupled to an external power source. The external power source provides voltage and current to the vehicle system. A plurality of filters are configured to form a stable voltage component from the voltage and a stable current component from the current. A first filter of the plurality of filters extracts one or more phase or frequency components from the voltage supplied by the external power source to generate a stable voltage component. A second filter of the plurality of filters extracts one or more phase or frequency components from the current supplied by the external power source to generate a stable current component. The stable voltage component and the stable current component are out of phase. One or more processors are configured to determine control inputs to a converter device of the vehicle system based on the stable voltage component, the stable current component, and the resonant frequency. The one or more processors communicate the stable voltage component, the stable current component, and the control inputs to the converter device of the vehicle system. The stable voltage component, the stable current component, and the control inputs alter the resonant frequency of the vehicle system.

[0074] Optionally, the stable voltage component and the stable current component are out of phase by 90 degrees.

[0075] Alternatively, an external power source can provide power to the vehicle system to operate the vehicle system's drive system.

[0076] Optionally, one or more settings of the first filter or the second filter can be changed based on the resonant frequency of the vehicle system.

[0077] Alternatively, one or more processors may communicate stable voltage components, stable current components, and control inputs with another vehicle system operatively coupled to an external power source.

[0078] Alternatively, the vehicle system may be a hybrid vehicle system configured to be powered by an external power source or fuel.

[0079] Optionally, the stable voltage component and the stable current component form a vector that is configured to change or compensate for phase hysteresis caused by at least one of the multiple filters.

[0080] Alternatively, the sensor can detect the resonant frequency of the vehicle system in response to operatively coupling or decoupling another vehicle system from an external power source.

[0081] Optionally, the control input can control one or more operating settings of the vehicle system.

[0082] Optionally, the control input can control the torque generated by the drive system of the vehicle system.

[0083] Optionally, one or more processors may determine the control input based on the stable voltage component, the stable current component, and the resonant frequency, such that the control input, the stable voltage component, and the stable current component generate a response frequency, which is configured to cancel the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system.

[0084] In one or more embodiments of the subject matter described herein, a method includes determining the resonant frequency of a vehicle system operatively coupled to an external power source. The external power source provides voltage and current to the vehicle system. A plurality of filters are used to form a stable voltage component from the voltage and a stable current component from the current. A first filter extracts one or more phase or frequency components of the voltage supplied by the external power source to generate the stable voltage component. A second filter extracts one or more phase or frequency components of the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase by 90 degrees. A control input for a converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency. The stable voltage component, the stable current component, and the control input communicate with the converter device. The stable voltage component, the stable current component, and the control input generate a response frequency configured to cancel the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system.

[0085] As used herein, the terms “processor” and “computer,” as well as related terms such as “processing device,” “computing device,” and “controller,” are not limited to these integrated circuits referred to in the art as computers, but refer to microcontrollers, microcomputers, programmable logic controllers (PLCs), field-programmable gate arrays, 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 media” represents a computer-based tangible device for short-term and long-term storage of information, such as computer-readable instructions, data structures, program modules and submodules, or other data in any device. Therefore, the methods described herein can be encoded as executable instructions contained in a tangible, non-transitory computer-readable medium, including but not limited to storage devices and / or memory devices. When executed by a processor, such instructions cause the processor to perform at least a portion of the methods described herein. Therefore, the term includes tangible computer-readable media, including but not limited to non-transitory computer storage devices, including but not limited to volatile and non-volatile media, as well as removable and non-removable media, such as firmware, physical and virtual storage, CD-ROMs, DVDs and other digital resources, such as networks or the Internet.

[0086] Unless the context clearly specifies otherwise, the singular forms of “a,” “an,” and “the” include plural references. “Optional” or “optionally” means that an event or situation subsequently described may or may not occur, and the description may include both the possibility that the event occurs and the possibility that it does not. Approximate expressions used throughout the specification and claims are intended to modify any quantitative expression, which may allow variation without altering the essential function associated with it. Therefore, values ​​modified by one or more terms (e.g., “about,” “substantially,” and “approximately”) may not be limited to the specified precise value. At least in some cases, approximate expressions 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 unless the context or expression otherwise specifies, these scopes may be identified and include all subscopes contained therein.

[0087] This written description uses examples to disclose embodiments, including best practices, and 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 would occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that are not indistinguishable from the literal expression of the claims, or if they include equivalent structural elements that are not substantially different from the literal expression of the claims.

Claims

1. A control method, comprising: Determine the resonant frequency of a vehicle system operatively coupled to an external power source configured to supply voltage and current to the vehicle system; A stable voltage component is formed from the voltage using multiple filters, and a stable current component is formed from the current. A first filter of the multiple filters is configured to extract one or more phase or frequency components from the voltage supplied by the external power supply to generate the stable voltage component, and a second filter of the multiple filters is configured to extract one or more phase or frequency components from the current supplied by the external power supply to generate the stable current component, wherein the stable voltage component and the stable current component are out of phase. The control input of the converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency; and The stable voltage component, the stable current component, and the control input are communicated with the converter device, and the stable voltage component, the stable current component, and the control input are configured to change the resonant frequency of the vehicle system.

2. The method according to claim 1, wherein, The stable voltage component and the stable current component are out of phase by 90 degrees.

3. The method according to claim 1, further comprising: The drive system of the vehicle system operates using the external power source.

4. The method according to claim 1, further comprising: Based on the resonant frequency of the vehicle system, one or more settings of one or more of the plurality of filters are changed.

5. The method according to claim 1, further comprising: The stable voltage component, the stable current component, and the control input are communicated with another vehicle system, which is operatively coupled to the external power source.

6. The method according to claim 1, wherein, The stable voltage component and the stable current component form a vector, which is configured to change or compensate for phase hysteresis caused by at least one of the plurality of filters.

7. The method according to claim 1, wherein, The resonant frequency of the vehicle system is determined in response to the operative coupling or decoupling of another vehicle system from the external power source.

8. The method according to claim 1, wherein, The control input changes the torque generated by the drive system of the vehicle system.

9. The method according to claim 1, wherein, The control input is determined based on the stable voltage component, the stable current component, and the resonant frequency, such that the control input, the stable voltage component, and the stable current component generate a response frequency, which is configured to cancel the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system.

10. A control system, comprising: A sensor is configured to detect the resonant frequency of a vehicle system operatively coupled to an external power source configured to supply voltage and current to the vehicle system. A plurality of filters are configured to form a stable voltage component from the voltage and a stable current component from the current. A first filter of the plurality of filters is configured to extract one or more phase or frequency components from the voltage supplied by the external power source to generate the stable voltage component. A second filter of the plurality of filters is configured to extract one or more phase or frequency components from the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase. One or more processors are configured to determine the control inputs of the converter device of the vehicle system based on the stable voltage component, the stable current component, and the resonant frequency. The one or more processors are configured to communicate the stable voltage component, the stable current component, and the control input with the converter device of the vehicle system, wherein the stable voltage component, the stable current component, and the control input are configured to change the resonant frequency of the vehicle system.

11. The control system according to claim 10, wherein, The stable voltage component and the stable current component are out of phase by 90 degrees.

12. The control system according to claim 10, wherein, The external power source is configured to provide power to the vehicle system to operate the vehicle system's drive system.

13. The control system according to claim 10, wherein, One or more settings of one or more filters, either the first or the second, are configured to change based on the resonant frequency of the vehicle system.

14. The control system according to claim 10, wherein, The one or more processors are configured to communicate the stable voltage component, the stable current component, and the control input with another vehicle system operatively coupled to the external power source.

15. The control system according to claim 10, wherein, The vehicle system is a hybrid vehicle system configured to be powered by at least one of the external power source or fuel.

16. The control system according to claim 10, wherein, The stable voltage component and the stable current component form a vector, which is configured to change or compensate for phase hysteresis caused by at least one of the plurality of filters.

17. The control system according to claim 10, wherein, The sensor is configured to detect the resonant frequency of the vehicle system in response to operatively coupling or decoupling another vehicle system from the external power source.

18. The control system according to claim 10, wherein, The control input controls the torque generated by the drive system of the vehicle system.

19. The control system according to claim 10, wherein, The one or more processors are configured to determine the control input based on the stable voltage component, the stable current component, and the resonant frequency, such that the control input, the stable voltage component, and the stable current component generate a response frequency, which is configured to cancel the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system.

20. A control method, comprising: Determine the resonant frequency of a vehicle system operatively coupled to an external power source configured to supply voltage and current to the vehicle system; A stable voltage component is formed from the voltage and a stable current component is formed from the current using multiple filters. A first filter of the multiple filters is configured to extract one or more phase or frequency components of the voltage supplied by the external power source to generate the stable voltage component. A second filter of the multiple filters is configured to extract one or more phase or frequency components of the current supplied by the external power source to generate the stable current component. The stable voltage component and the stable current component are out of phase by 90 degrees. The control input of the converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency; and The stable voltage component, the stable current component, and the control input are communicated with the converter device, wherein the stable voltage component, the stable current component, and the control input are configured to generate a response frequency, which is configured to interact with the resonant frequency of the vehicle system to change the resonant frequency of the vehicle system.

Images