Multi-source electrified propulsion

Abstract

The invention relates to multi-source electrified propulsion. A system may include an electrical port configured to receive electrical energy from a conductive element external to a vehicle, the conductive element disposed along a route of the vehicle. The system may include an energy conversion device configured to receive a first fuel and a second fuel. The system may include a controller configured to determine a first consumption rate of a first fuel and a second consumption rate of a second fuel based on an energy demand of the vehicle and reception of electrical energy.

Description

Technical Field

[0001] The present disclosure relates generally to energy consumption management. Some embodiments relate to emission management of multiple energy source systems. Some embodiments relate to a vehicle having multiple fuel sources that can receive electrical energy from an external device. background

[0002] Vehicles configured to reduce emissions may employ various strategies, such as substitution for low carbon content fuels (e.g., natural gas) or renewable fuels (e.g., hydrogenated vegetable oil (HVO)). In addition, such systems may employ hybridization, such as including batteries to store electrical energy to replace or supplement internal combustion engines, fuel cells, or other energy sources.

[0003] Overview

[0004] This summary is illustrative only and is not intended to be limiting in any way.Other aspects, inventive features, and advantages of the devices or processes described herein will become apparent in the detailed description set forth herein in conjunction with the accompanying drawings, wherein like reference numerals refer to like elements.

[0005] In some aspects, the technology described herein relates to a system for generating mechanical energy for vehicle propulsion, the system comprising: an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route of the vehicle; an energy conversion device configured to receive a first fuel and a second fuel; and a controller configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel based on an energy demand of the vehicle.

[0006] In some aspects, the technology described herein relates to a system wherein the controller is further configured to determine a first consumption rate and a second consumption rate based on: an emissions target; a first emissions output for a first fuel; a second emissions output for a second fuel; and a third emissions output for electrical energy.

[0007] In some aspects, the technology described herein relates to a system wherein the controller is further configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel based on an amount of electrical energy received from the conductive element.

[0008] In some aspects, the technology described herein relates to a system wherein the controller is further configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel based on a source of electrical energy received from the conductive element.

[0009] In some aspects, the technology described herein relates to a system wherein the controller is further configured to: receive a route comprising a plurality of route segments; and cause a vehicle to receive an amount of electrical energy from an electrical port along a first route segment of the plurality of route segments, the amount of electrical energy being dependent on a second route segment of the plurality of route segments.

[0010] In some aspects, the technology described herein relates to a system in which the controller is configured to determine an amount of electrical energy based on a speed at which the vehicle traverses a first route segment, the speed being dependent on a second route segment in the route.

[0011] In some aspects, the technology described herein relates to a system in which the controller is configured to determine an amount of electrical energy based on a portion of an amount of electrical energy provided to an energy storage device configured to provide electrical energy to a traction motor during a second route segment in a route.

[0012] In some aspects, the technology described herein relates to a system wherein: the vehicle includes a traction motor for generating electrical energy via regenerative braking while descending a grade along a second route segment; and the controller is configured to determine an amount of electrical energy based on regenerative braking for the grade.

[0013] In some aspects, the technology described herein relates to a system wherein: an energy conversion device is configured to generate electrical energy from a fuel source; and a controller is configured to: receive an indication of an emissions target; receive an indication of an emissions output corresponding to the fuel source and a certain amount of electrical energy; and determine the amount of electrical energy based on the emissions target and the emissions output.

[0014] In some aspects, the technology described herein relates to a method for vehicle propulsion, comprising: receiving electrical energy from a conductive element external to the vehicle at an electrical port of the vehicle as the vehicle traverses a route based on a control signal generated by a controller; and determining, by the controller, a first consumption rate of a first fuel based on: an energy demand of an energy conversion device of the vehicle, the energy conversion device being configured to receive the first fuel and a second fuel; an amount of electrical energy; and a second consumption rate of the second fuel.

[0015] In some aspects, the technology described herein relates to a method that also includes determining, by a controller, a first consumption rate based on: an emissions target; a first emissions output for a first fuel; and a second emissions output for a second fuel.

[0016] In some aspects, the technology described herein relates to a method that also includes: determining, by a controller, a source of electrical energy; determining, by the controller, an emissions output associated with the electrical energy based on the source; and determining, by the controller, a first consumption rate based on the emissions output.

[0017] In some aspects, the technology described herein relates to a method, which also includes: receiving, by a controller, multiple route segments of a route; and when a vehicle traverses a first route segment of the multiple route segments, adjusting, by the controller, an amount of electrical energy based on a predicted load demand of the vehicle during traversal of a second route segment of the multiple route segments.

[0018] In some aspects, the technology described herein relates to a method, which also includes: assigning, by a controller, a first portion of an emissions target to a first route segment; assigning, by the controller, a second portion of the emissions target to a second route segment; and determining, by the controller, an amount of electrical energy that satisfies the emissions target, wherein: the first portion of the emissions target does not meet the emissions target; the second portion of the emissions target meets the emissions target; and a combination of the first portion and the second portion meets the emissions target.

[0019] In some aspects, the technology described herein relates to a method that also includes determining, by a controller, a speed of a vehicle based on the amount of electrical energy.

[0020] In some aspects, the technology described herein relates to a method that also includes determining, by a controller, an amount of electrical energy based on a speed of a vehicle.

[0021] In some aspects, the technology described herein relates to a vehicle comprising: an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route of the vehicle; an energy conversion device configured to receive a first fuel; and a controller configured to determine a first consumption rate of the first fuel based on an energy demand of the energy conversion device and an amount of electrical energy.

[0022] In some aspects, the technology described herein relates to a vehicle, wherein the controller is further configured to: determine a first consumption rate of a first fuel based on a second consumption rate of a second fuel for an energy conversion device; and determine the first consumption rate and the second consumption rate based on an emission target of the vehicle.

[0023] In some aspects, the technology described herein relates to a vehicle wherein the controller is configured to determine: a first emissions output for a first fuel; a second emissions output for a second fuel; and a third emissions output for electrical energy, wherein the sum of the first emissions output, the second emissions output, and the third emissions output does not exceed an emissions target.

[0024] In some aspects, the technology described herein relates to a vehicle wherein the controller is configured to: execute an objective function to determine a first consumption rate and a second consumption rate based on: an emissions target; a first emissions output for a first fuel; a second emissions output for a second fuel; and an operating parameter that is positively correlated with the vehicle's total emissions output. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is a block diagram of a vehicle including an energy conversion device configured to operate on various fuels, according to some embodiments.

[0026] Figure 2 is a roadmap according to some embodiments, such as may be represented by Figure 1 The route traversed by the means of transport.

[0027] Figure 3 is an energy flow diagram associated with a multi-fuel vehicle, according to some embodiments.

[0028] Figure 4 is an intensity generation diagram for a multi-fuel vehicle according to some embodiments.

[0029] Figure 5 is a user interface depicting various modes of transportation of a facility according to some embodiments.

[0030] Figure 6 is a block diagram of a vehicle including an energy conversion device configured to operate on various fuels, according to some embodiments.

[0031] Figure 7 is a depiction of a vehicle traversing a route according to some embodiments.

[0032] Figure 8 is a block diagram illustrating the architecture of a computer system, according to some embodiments, which may be used to implement elements of the systems described and illustrated herein.

[0033] Fig. 9 is a flow chart illustrating a method for vehicle energy source selection according to some embodiments.

[0034] Fig.10 is a block diagram of a controller for vehicle energy source selection, according to some embodiments.

[0035] Fig.11 is a flow chart illustrating a method for vehicle propulsion according to some embodiments. Detailed Description

[0036] The following is a more detailed description of various concepts and implementations related to systems including multi-fuel energy conversion devices. Before turning to the drawings that show certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methods set forth in the specification or shown in the drawings. It should also be understood that the terminology used herein is for descriptive purposes only and should not be considered limiting.

[0037] Various implementations of the present disclosure relate to devices (e.g., controllers), systems, and methods for propelling a vehicle and / or selecting an energy source and / or a consumption rate of an energy source for a vehicle. According to various embodiments of the present disclosure, a vehicle may include various energy sources, such as fuels and electrical energy sources. The fuel may include a fuel blend (e.g., a blend of petroleum diesel, biodiesel, or hydrogenated vegetable oil). Some fuels may be stored or received separately (e.g., in separate storage tanks or fuel ports), such as natural gas used in combination with diesel adjacent fuels. Various fuels may correspond to corresponding emission outputs, which may associate the energy generated by the fuel with the emissions associated with the combustion, processing, or transportation of the fuel. The electrical energy source may include an electrical port, such as a port configured to receive energy from a fixed charging station when stopped, or a port that receives energy from a pickup shoe or a pantograph when crossing a route.

[0038] The controller for vehicle energy source selection can be configured to perform various operations. In particular, the controller receives an indication of an emission target for the vehicle. The vehicle includes one or more energy conversion devices. The energy conversion device is configured to generate mechanical motion from a first energy source and a second energy source. In some embodiments, the energy conversion device can generate mechanical motion from any number of energy sources. For example, the energy conversion device may include an engine assembly configured to generate mechanical motion from any number of fuels (e.g., a fuel blend). In some embodiments, the energy conversion device may include an electric motor to generate mechanical motion. The controller receives an indication of a first emission output corresponding to a first energy source. The controller receives an indication of a second emission output corresponding to a second energy source. In various embodiments, the controller receives an indication of an additional emission output corresponding to any number of additional energy sources. The controller is configured to select a first emission output and a second emission output. The controller is configured to select a first consumption rate for the first energy source and a second consumption rate for the second energy source. The selection can be based on the emission target.

[0039] In some embodiments, a vehicle may include an electrical port to connect to an external conductive element, such as a conductive element extending along a route (e.g., a portion of a line). For example, the conductive element may include a catenary line, a third rail, etc. A system for generating mechanical energy for propulsion of a vehicle may include an electrical port. The electrical port is configured to receive electrical energy from a conductive element outside the vehicle. The vehicle also includes an energy conversion device. The energy conversion device may include an internal combustion engine or a fuel cell, which may receive various fuels. In particular, the energy conversion device receives at least a first fuel and a second fuel. The system includes a vehicle controller configured to determine a first consumption rate of a first fuel and a second consumption rate of a second fuel. The determination may be based on energy demand. For example, the energy demand may be based on user input (e.g., accelerator position), an autonomous system, a predefined route (e.g., an estimate of a predefined route), etc. In some embodiments, the energy demand is distributed between any number of fuels. In some embodiments, the consumption rate may be based on the distribution of energy demand between fuel and electrical energy derived from the electrical port. In some embodiments, the distribution may be time-varying. For example, the consumption rate may vary according to a predefined route, such as a route that includes some portions with conductive elements to provide electrical energy to the vehicle and some portions without conductive elements. Other time-varying examples include a route where the vehicle is loaded for a first portion and not loaded for a second portion, or a route associated with a varying grade.

[0040] Hybridization or substitution can include considerations (e.g., standards) other than reducing emissions. For example, emissions management can be implemented to maintain a productivity level that exceeds other methods, maintain a certain degree of non-substitutability between raw materials and energy production, or maintain energy availability. In addition, such considerations can change over time between operating sites, between various vehicles, or according to the value or type of emission targets. In some embodiments, the system can use an objective function to determine an absolute or local minimum associated with various considerations. The objective function can at least generally meet (e.g., not exceed) an emission threshold. The system can select a consumption rate for various fuels based on the amount of electrical energy received from a catenary or other power sources set along the route. The selected fuel can be selected to distribute emission targets between them.

[0041] In some embodiments, the system includes a route planner to determine any of the fuel mixture, operating speed, load weight, or other operating parameters for one or more vehicles to meet the emissions target of one or more vehicles. The system can distribute the targets among the various vehicles at the site to generate a constituent emissions target for the vehicles so that emissions can be managed on a site basis rather than on a vehicle-by-vehicle basis, which can better regulate productivity or reduce emissions. The system can determine the route based on various site equipment, such as the location or rate of energy provided by a fuel supply station or charging station (e.g., a fixed charging station or a live element coupled to a pantograph or pickup shoe of a vehicle). For example, the system can determine the route based on the refueling time or location of one or more vehicles (e.g., a vehicle can operate at a reduced speed to extend the refueling / recharging event). In addition, the system can determine changes to vehicles, site infrastructure, or other equipment to better meet the objective function.

[0042] like Figure 1 As shown, a controller 102 for energy source selection is provided. The controller 102 is configured to receive an indication of an emission target 122 for a vehicle 100. The vehicle 100 includes one or more energy conversion devices 104. The one or more energy conversion devices 104 are configured to generate mechanical motion from a first energy source and a second energy source. The controller 102 is configured to receive an indication of a first emission output 124 corresponding to the first energy source. The controller 102 is configured to receive a second emission output 124 corresponding to the second energy source. The controller 102 is configured to select a first consumption rate for the first energy source and a second consumption rate for the second energy source based on the emission target 122, the first emission output, and the second emission output 124.

[0043] In some embodiments, the controller 102 is a controller 102 of a system such as an engine control system or a vehicle emission control system. The system may include any of the components disclosed herein. For example, the system may include one or more energy conversion devices 104 operably coupled to the controller 102. The system may include one or more energy storage devices 106 operably coupled to the controller 102.

[0044] In some embodiments, the controller 102 performs operations to manage the performance of the systems and methods described herein. For example, the vehicle 100 includes an energy storage device 106 or is connected to the energy storage device 106 to maintain the storage of an energy source (such as a fuel source or electrical energy). In some embodiments, the vehicle 100 includes a route planner 110 or is connected to the route planner 110 to determine the properties of the route traversed by the vehicle 100 or the operation of the vehicle 100 along the route. In some embodiments, the vehicle 100 includes an emission aggregator 112 or is connected to the emission aggregator 112 to determine the energy distribution between various energy sources or sinks (such as vehicles, infrastructure or other equipment related to one or more routes). In some embodiments, the first energy source includes a first fuel and a second fuel. The controller 102 can determine a first consumption rate for the first energy source based on a first energy source including the first fuel and the second fuel. The second energy source can include an electrical energy source. The controller 102 can determine a second consumption rate for the second energy source based on a second energy source including electrical energy. A first energy conversion device in the one or more energy conversion devices may be configured to generate mechanical motion from the first fuel and the second fuel (e.g., may be an engine component). In some embodiments, the first energy conversion device is not configured to generate mechanical motion from electrical energy. The controller 102 may receive an indication of a source of the first energy source and select a first consumption rate based on the source.

[0045] The vehicle 100 may be any type of on-road or off-road vehicle 100, including but not limited to wheel loaders, forklifts, long-haul trucks, mid-range trucks (e.g., pickup trucks, etc.), sedans, coupes, tanks, airplanes, ships, and any other type of vehicle. For example, the vehicle 100 may be a locomotive or mining haul truck configured to travel along a fixed path of travel. The vehicle 100 may be operated by its occupants, an operator remote therefrom, or may be an autonomous vehicle 100 (e.g., fully autonomous or partially autonomous).

[0046] The controller 102, the energy conversion device 104, the energy storage device 106, the energy distribution system 108, the route planner 110, or the emission aggregator 112 may each include or be connected to at least one processing unit or other logic device (such as a programmable logic array engine), or a module configured to communicate with the data repository 120 or database. The controller 102, the energy conversion device 104, the energy storage device 106, the energy distribution system 108, the route planner 110, the emission aggregator 112, or the data repository 120 may be separate components, a single component, or a part of the vehicle 100 configured to be connected to the vehicle 100. For example, a remote device (e.g., a server complex) may include the energy distribution system 108, the route planner 110, or the emission aggregator 112, and may be configured to be connected to the vehicle 100 via a network. The vehicle 100 remote from the remote device may include the energy conversion device 104, the energy storage device 106, and the energy distribution system 108. The controller 102 may include one or more processors locally disposed on the vehicle 100 and one or more processors of a remote device. Any of the one or more processors may also be individually referred to as a controller 102 (e.g., referred to as a first controller 102 and a second controller 102). Various components of the vehicle 100 or various components connected thereto may include hardware elements, such as one or more processors, logic devices, or circuits. For example, the vehicle 100 may include Figure 8 The structure of one or more components or functions of a computing device depicted in .

[0047] The data repository 120 may include one or more local or distributed databases, and may include a database management system. The data repository 120 may include a computer data storage device or memory, and may store one or more of an emission target 122, an emission output 124, a route data 126, or a load data 128. The emission target 122 may refer to or include a target for the emission of one or more pollutants or combustion products. References to emissions may include, but are not limited to, carbon emissions; references to carbon are intended as illustrative, non-limiting examples. That is, references to CO 2 Various references can be made to other greenhouse gases (such as N 2 O or CH 4 ) or NO X , particulate matter (PMX), sulfur dioxide (SO 2 ), volatile organic compounds (VOC), etc. as substitutes or supplements.

[0048] The emissions target 122 may refer to or include a periodic emissions target 122 (e.g., daily or monthly). The emissions target 122 may be relative to the amount of energy produced (e.g., 0.5 tons / MWh). The emissions target 122 may refer to the amount of emissions corresponding to the traversal of a route or segment of a route. The emissions target 122 may be based on another metric (e.g., ton-miles transported, tons produced, tons of ore mined, passengers transported, etc.).

[0049] The emission target 122 may be or include various life cycle components. For example, the emission target 122 may include a tank-to-wheel target for emissions released from the engine components of the vehicle 100 during operation. That is, the emission target 122 may be about tailpipe emissions from the vehicle 100. Therefore, the tank-to-wheel emission target 122 (or a portion thereof) may exclude emissions from the mining, refining, or transportation of the fuel. In addition, the tank-to-wheel emission target 122 itself may not be adjusted for the contribution of green fuels (such as renewable biodiesel or diesel generated according to the Fischer-Tropsch process). In some cases, the tank-to-wheel emission target 122 may be used alone. However, in many cases, the tank-to-wheel emission target 122 may be an intermediate target for calculating another emission target 122, or may be based on another emission target 122.

[0050] The tank-to-wheel emissions target 122 may be based on or allocated from the direct carbon intensity based emissions target 122. For example, for petroleum diesel, the direct carbon intensity emissions target 122 may be set to 1 arbitrary unit. Continuing with this example, for a blended fuel (e.g., B50, including 50% petroleum diesel and 50% renewable biodiesel), the tank-to-wheel emissions target 122 may be established in 2 arbitrary units.

[0051] The tank-to-wheel emissions target 122 may depend on other energy sources, such as electrical energy provided via an electrical port of an electric vehicle, such as a plug-in hybrid vehicle 100 (PHEV). In some cases, the emissions target 122 may be or include a component of a well-to-wheel emissions target 122 to further include contributions from various energy sources, such as an emissions target 122 based on indirect carbon intensity. For example, emissions contributions associated with transportation, mining, refining, or other emissions that are related to providing an energy source to the vehicle 100. In addition, in some cases, there may be more than one emissions target 122. For example, a well-to-wheel emissions target 122 may coexist with a tank-to-wheel emissions target 122 in order to meet standards that have not yet been recognized by the same entity. That is, in some embodiments, the systems and methods herein may operate simultaneously according to various emissions targets 122.

[0052] The emission output 124 may include or refer to any indication of the emission output 124. The emission output 124 may be based on the amount of fuel or other energy source added to the vehicle 100 or other equipment, the amount of fuel through the fuel supply system, etc. According to one or more emission targets 122, the emission output 124 may depend on various information associated with the fuel. For example, the emission output 124 of the blend may or may not vary depending on the source of the blend, so the controller 102 may receive an indication of the source related to the fuel supply to determine the emission output 124 relative to the emission target 122. Some emission outputs 124 may be based on the application of emissions credits, or such credits may be ignored or offset. For example, the emission target 122 may apply a first emission credit type, apply a second emission credit type with a reduced value (e.g., 50%), or ignore emission credits. The controller 102 may receive an indication of the source of the first energy source.

[0053] Emission output 124 can be associated with the carbon intensity of the fuel. For example, grid-based electricity, photovoltaic-derived electricity, diesel, and H 2 The specific emission output 124 of the vehicle may be received so that the controller 102 may select a consumption rate of fuel based thereon. For example, the energy distribution system 108 or the route planner 110 may distribute energy based on the demand associated with the route portion (e.g., based on a target speed, emission target 122, etc.).

[0054] Route data 126 can correspond to any number of route segments, which can be defined discretely or can be derived from any small part of the route. That is, controller 102 can discretize the distance to one or more locations along the route associated with vehicle fuel. The route can be assigned to any number of route segments, which can be assigned to any number of route segments themselves. Route segments can be associated with slopes, materials or features. For example, route segments can include paved sections, undeveloped sections or parts with third rails, catenaries or other conductive elements available to vehicles 100. Route segments can be associated with functions related to emissions. For example, route segments can be associated with empty or loaded vehicles, such as in the case of ore mining sites, where vehicles 100 are usually transferred to such sites when not loaded, and returned from such sites when loaded.

[0055] The route data 126 may include altitude, temperature, or other climate information corresponding to the emissions output 124 (e.g., a vehicle 100 ascending over a wet track or road may be limited in traction and may therefore reduce the absolute emissions output 124, but may increase the emissions output 124 according to another metric, such as a ton-miles metric). The route data 126 may include speed limits or typical speeds, noise emission limits, or other information relevant to determining the emissions output 124. The route data 126 may include an indication of one or more energy sources located along the route, such as charging stations, fuel points, etc., relevant to the operation of the vehicle 100.

[0056] The load data 128 may include information of a load carried by the vehicle. The load data 128 may be received by a load interface such as an automated load interface (e.g., a stress / strain sensor associated with a cargo area of ​​the vehicle 100). In some cases, the load interface is a user interface accessed by an occupant of the vehicle 100 or a remote user that may provide information of the load carried by the vehicle. In some cases, the load data 128 is determined based on an amount of an energy source consumed, such as depletion of a fuel reservoir or a battery state of charge (SoC). In some cases, the load data 128 is determined based on historical information. For example, for mining vehicles 100 with the same or similar loads passing through a predefined route, the load data 128 may include a predefined indication of an average, typical, maximum, or other characteristic of the load, such as its weight.

[0057] Further references Figure 1, the vehicle 100 may include at least one controller 102 or be connected to at least one controller 102. The controller 102 may include one or more processors and memory or be connected to one or more processors or memory. The processor may be implemented as a dedicated processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGA), a group of processing components or other suitable electronic processing components. The processor and memory may be implemented using one or more devices, such as devices in a client-server implementation. The memory may include one or more devices for storing data (e.g., random access memory (RAM), read-only memory (ROM), flash memory, hard disk storage device) and computer code for completing various operations described herein. The memory may be or may include volatile memory or non-volatile memory, and may include database components, object code components, script components, or any other type of information structure for supporting various activities and information structures of the present disclosure. The memory may be communicatively connected to the processor and include computer code or instruction modules for executing one or more processes described herein. The memory may include various circuits, software engines, and / or modules that enable the processor to execute the systems and methods described herein.

[0058] Controller 102 may include or be coupled with communication electronics. Communication electronics may perform wired and / or wireless communication. For example, communication electronics may include one or more wired (e.g., Ethernet, PCIe, AXI or CAN) or wireless transceivers (e.g., Wi-Fi transceivers, Bluetooth transceivers, NFC transceivers or cellular transceivers). The transceiver may be operably coupled to various processors of controller 102, or coupled between controller 102 and other devices. Controller 102 may cause one or more operations disclosed, such as by adopting another element of vehicle 100. For example, operations disclosed by other elements of vehicle 100 or described without specific reference to components may be initiated, scheduled or otherwise controlled by controller 102. In addition, the operations performed by controller 102 may refer to operations performed by one or more processors of controller 102 in some cases, and may refer to operations performed by various elements in response to control signals generated by controller 102 in some other cases. The present disclosure may involve generating these control signals based on, for example, explicit references to the control signals, references to the controller 102 causing the actions, or otherwise referring to actions performed by the controller 102 involving other devices.

[0059] The controller 102 is configured to at least partially control the operation of the energy conversion device 104 and associated systems (such as the energy storage device 106). Communication between and among components can be via any number of wired or wireless connections. In some embodiments, a controller area network (CAN) bus provides for the exchange of signals, information, and / or data. The controller 102 can be, include, or be connected to one or more electronic control units (ECUs). Because the controller 102 is communicatively coupled to Figure 1 At least some of the systems and components, so the controller 102 is configured to Figure 1 One or more components shown in receive information.

[0060] Vehicle 100 includes at least one energy conversion device 104. The energy conversion device can generate mechanical motion from fuel or other energy sources. Mechanical motion can propel the vehicle. In some embodiments, mechanical motion can propel the vehicle through mechanical intermediates (such as gears, differentials and wheels). In some embodiments, mechanical motion can include the movement of the rotor of the alternator of the vehicle (for example, based on the movement of the crankshaft). Controller 102 can control the energy transfer from the internal combustion engine or other fuel consumption engine to the alternator according to the amount of fuel provided to the internal combustion engine. For example, controller 102 can generate a control signal for a pump, valve or injector for the internal combustion engine. The alternator can be configured to provide electrical energy to propel the vehicle. Propulsion can be via one or more motors. Energy conversion device 104 can be or include an electric motor, a fuel cell or an engine assembly that consumes one or more fuel sources. In some embodiments, the engine assembly is coupled to the alternator to generate electrical energy. In some embodiments, the engine assembly or the motor is mechanically coupled to one or more mechanical elements, such as a differential, a gear or other components configured to cause the propulsion of the vehicle 100.

[0061] Various fuels or their parts can have different properties and / or chemical compositions.These properties can include autoignition temperature, flame speed, etc.Fuel can include, for example, diesel and natural gas.For example, fuel can include any one of diesel fuel, natural gas (for example, compressed natural gas (CNG), liquefied natural gas (LNG)), electronic fuel, alcohol fuel such as ethanol or methanol, or liquid biofuel.Liquid biofuel can be, for example, methanol and / or ethanol.The first fuel or the second fuel can be any one of high alkyl fuel, such as diesel, gas-to-liquid (GTL) diesel, heavy fuel oil (HFO), low sulfur fuel oil (LFSO), hydrotreated vegetable oil (HVO), marine diesel (MGO), renewable diesel, biodiesel, paraffin diesel, dimethyl ether (DME), F-76 fuel, F-34 fuel, jet A fuel, JP-4 fuel, JP-8 fuel or methylaldehyde ether (OME) or low cetane fuel (for example, high octane fuel, high methane fuel). The low cetane fuel may be natural gas, hydrogen, ethane, propane, butane, syngas, ammonia, methanol, ethanol or gasoline. It should be appreciated that the foregoing are merely examples of fuels and other types of first and second fuels are not excluded.

[0062] Various liquid fuels or gaseous fuels may be provided from various sources, which may be associated with different emission levels. For example, hydrogen may include "green" hydrogen produced from a renewable source via electrolysis, or "grey" hydrogen formed by steam methane reforming. Controller 102 may receive source information. The source information may include an indication of transportation or other emission contributions. For example, fuel from a local source or transported by pipeline may be associated with a lower carbon intensity than fuel from a foreign source or transported by truck.

[0063] The controller 102 may receive instructions for sourcing of various fuels or other energy sources. The sourcing information may also include emission credits associated with the fuels. The controller 102 may apply all or a portion of the emissions associated with the source fuels or other energy sources. The various emission credits may include emission credits that may be applied, offset, or ignored according to various emission targets 122.

[0064] The energy conversion device 104 can be a component of a propulsion unit including an electric motor (e.g., a traction motor) to generate traction or apply traction to a road, track, or other surface. The electric motor can receive electrical energy from an alternator, mechanical energy from the movement of the vehicle, etc., and connect wheels, tracks, propellers, etc. to a surface or fluid to propel the vehicle. In some cases, the electric motor can receive energy from an energy source other than the engine assembly. For example, the electric motor can receive energy from a battery or capacitor bank (e.g., a supercapacitor) of the hybrid vehicle 100 to propel the hybrid vehicle 100. Such examples include a vehicle 100 having the same electric motor to receive electrical energy from the engine assembly (via an alternator) and from a battery, or a vehicle 100 that receives electrical energy at a first electric motor (e.g., an electric assist motor) and energy from an engine assembly at a second electric motor.

[0065] The propulsion unit may include a fuel supply system to provide fuel to the energy conversion device 104. The fuel supply system may operate based on a control signal generated by the controller 102. For example, the fuel supply system may receive a control signal generated by the controller 102 to enable the energy conversion device 104 to receive various fuels at various consumption rates (e.g., enable the first energy conversion device to receive the first fuel at a first consumption rate and enable the first energy conversion device to receive the second fuel at a second consumption rate). The fuel supply system may receive energy from a fuel supply point for one or more fuels. The vehicle 100 may receive electrical energy from a charging station (such as a fixed charging point) or a conductive element extending along a route segment (such as a third rail or a catenary) outside the vehicle 100. That is, the first energy source may include a conductive element for one or more route segments of the route outside the vehicle. The controller may receive a certain amount of electrical energy from the conductive element during one or more route segments (e.g., generate a control signal to enable the energy conversion device 104 or the energy storage device 106 to receive energy). The electrical energy source may include an on-board energy source, such as an ammonia cracker, a regenerative traction motor, a flywheel, a fuel cell, etc. The electrical energy may be provided to an energy storage device 106 (eg, a battery), a traction motor, or other vehicle systems.

[0066] The fuel supply system can provide one or more fuels to the engine assembly. For example, the fuel system can provide one or more fuels, such as petroleum diesel, HVO, biodiesel or its blends, via a first fuel supply system including a fuel storage, a fuel line, an injector or other components. The fuel system can provide another fuel, such as hydrogen, natural gas, alcohol (such as methanol or ethanol) or ammonia via a second fuel supply system, which can include a second fuel storage, a fuel line, an injector or other components, wherein at least some components are separated from the first fuel supply system. Some fuel systems can include diesel or a fuel adjacent to diesel as a starting fuel (priming fuel), and another fuel as an alternative fuel, so that the replacement rate is selected according to the required load or emission target 122. Some systems can operate without starting fuel, and they adopt a combination of fuels based on the energy intensity and carbon intensity differences between fuels (for example, to replace a fuel with low energy density at a low load). Various energy conversion devices 104 can receive energy from various combinations of energy sources, such as any power source combined with one or more fuel supply systems (for example, the first or second fuel supply system described above).

[0067] The vehicle 100 may include at least one energy storage device 106. The energy storage device 106 may include a battery, a supercapacitor, etc. to store electrical energy. Sensors (e.g., voltage sensors, current sensors, etc.) may determine the battery state of charge (SoC). Sensors, memory devices, or a combination thereof may determine the health state of the battery. For example, the memory device may store counts of charge / discharge cycles, time, or total energy spent. Sensors may determine temperature, voltage-current relationships, or other information associated with the battery. The battery may be integral to the vehicle 100 or configured to be removable to swap between charged and discharged batteries. The energy storage device 106 may include a storage device for storing hydrocarbon fuels or other fuels (e.g., diesel, H 2 The storage device 106 may include a fuel sensor, such as a float, capacitor, pressure, or other sensor, to determine the amount of fuel in the storage device. Various sensors associated with the energy storage device 106 may be communicatively coupled to the controller 102 and configured to communicate an indication of the amount of energy stored therein (e.g., based on the amount of fuel or SoC). The operation of the vehicle 100 may include various energy transfers between the energy storage devices 106, which will be referred to in detail below. Figure 3 The energy flow diagram is further described.

[0068] The vehicle 100 may include at least one energy distribution system 108 or be connected to at least one energy distribution system 108. The energy distribution system 108 may receive an indication of an emission target 122 (e.g., carbon intensity demand), a speed demand, or an energy demand. The energy distribution system 108 may receive an emission output 124 associated with various energy sources. The energy distribution system 108 may allocate energy sources between various energy sources based on emission targets or energy demand, or otherwise select a consumption rate for various energy sources based on emission targets 122 and emission output 124. In some embodiments, such as receiving a demand from a vehicle control system according to user input (e.g., an accelerator pedal or a vehicle autonomous system). In some embodiments, a demand is received from a route planner 110, and the energy demand corresponds to various route segments. The route segments in the route may have a defined length, or may be iterative (e.g., a segment may be the distance traveled by each feedback loop cycle time of the energy distribution system 108 or the route planner 110).

[0069] The energy distribution system 108 adjusts between various energy sources (e.g., the first fuel source may include hydrocarbon fuels and the second fuel source may include batteries). For example, the energy distribution system 108 may determine a fuel mixture to achieve demand. The controller 102 may select a first emission output for a first energy source including hydrocarbon fuels and a second emission output for a second energy source including batteries. The fuel mixture may be a mixture of diesel, CNG, or other fuels, and is provided together with a portion of energy derived from stored electrical energy or electrical energy available along a route. The energy distribution system 108 may prioritize fuels based on the emission output 124 associated therewith. For example, the energy distribution system 108 may implement or determine an objective function associated with the operation of a vehicle to meet energy, speed, or other requirements. In the following, an example of an objective function is provided with respect to the route planner 110. In some embodiments, the energy distribution system 108 may implement an objective function based on an indication of the received emission target 122 and an emission output associated with various vehicle energy sources (e.g., without considering a predefined route). In some embodiments, the energy distribution system 108 may receive energy requirements based on the output of the objective function of the route planner 110. For example, the route planner 110 may receive an indication of the emissions target 122 and provide energy requirements to the energy distribution system 108 based on the emissions target 122 and the emissions output associated with the various energy sources associated with the energy distribution system 108 .

[0070] In an illustrative example, the electrical energy from the battery may be a net zero emission source, CNG may be associated with 300 kg / MWh, and the B20 diesel blend may be associated with 600 kg / MWh. For an energy demand of 1000 kW, the energy distribution system 108 may distribute energy in the battery that exceeds a minimum threshold, such as providing an average of 100 kW for one segment. The energy distribution system 108 may determine a maximum CNG substitution rate to generate the remainder (e.g., 900 kW). Similarly, in a speed demand system, the energy distribution system 108 may distribute the electrical energy and determine the substitution rate between fuels to achieve the speed.

[0071] In some cases, the energy distribution system 108 may receive or define a state requirement for the vehicle 100 at some point along the route (e.g., at a terminal portion of a route segment). For example, the route may include a change in grade such that a minimum threshold for the battery to be fully charged, or another non-zero SoC, is required to maintain a target speed up the hill. Conversely, when approaching a portion of the route that includes an electrified third rail or a downward grade in the vehicle 100 that includes regenerative braking, the energy distribution system 108 may determine or receive instructions (from the route planner 110) that the battery should be depleted as it approaches the segment to increase the opportunity for charging. Other state requirements may include, but are not limited to, minimum or maximum speed limits, noise limits, weight limits, traction limits, requirements for one or more emissions (e.g., NO X or PMX) emission limits, etc.

[0072] In some embodiments, the vehicle 100 includes or is connected to at least one route planner 110. The route planner 110 may receive, generate, store, or transmit a route for the vehicle 100. The route may include any of a path of travel, a speed, a carbon intensity, an energy usage, a load data 128, a fuel supply or recharging stop, or a threshold value of a state of charge of an energy storage device 106 along a route segment. For example, the controller 102 may be configured to receive a route. The route may include an indication of the slope of various route segments, an indication of the load of various route segments, or an indication of the distance of various route segments. The route planner 110 may determine a route plan including a consumption rate of various fuels (e.g., a first fuel and a second fuel) or other energy sources. The sum of the emission outputs 124 for the various fuels may be equal to or less than the emission target 122. The emission target 122 may be provided in the same units as the emission output 124 so that the emission target 122 and the emission output 124 (e.g., tons CO2) may be compared. 2 or CO 2equivalency). However, such a sum may vary over various route segments, such that one route segment may exceed the corresponding emissions target 122. For example, the vehicle 100 may reduce emissions while loading or unloading (e.g., a truck at a loading dock or a train at a station).

[0073] The route planner 110 may receive an indication of an emissions target 122 associated with the route. The route planner 110 may receive an indication of emissions outputs 124, such as historical emissions outputs or outputs associated with various energy sources. The route planner 110 may select consumption rates for various energy sources (e.g., adjust between various energy sources) based on the emissions target 122 and the emissions outputs 124.

[0074] The route planner 110 can ingest routes based on various input sources. For example, the route planner 110 can receive explicit input of load data 128 or predefined travel paths, as well as any speed limits (maximum or minimum) or other route data 126. The route planner 110 can ingest historical route data 126 and determine the travel path as well as the engine load, load data 128 or other route data 126. The travel path can include a fixed travel path, such as a path of a locomotive along a fixed track. The travel path can include another route (such as a mining haul truck traveling between a source location and a receiving location), a route across a public road (e.g., depending on traffic conditions, road closure weather or tunnel operations), or a ferry sailing between a starting point and a destination point. The route can include differences in travel speed, load weight, or travel path. The route planner 110 can determine the average, maximum, or other features of the route (e.g., distance, propulsion system load, etc.) and differences associated with the route.

[0075] The route planner 110 may implement or determine an objective function associated with the operation of the vehicle 100 along the route based on the route data 126. For example, the objective function may include a binding or soft constraint of the emissions target 122, and a given parameter corresponding to a value (e.g., a ton-mile value, a trip completed value, etc.) of the movement of the load attributed to the vehicle 100. The route planner 110 may determine one or more solutions (e.g., local minima) to satisfy the objective function. For example, the objective function may be based on the number of trips "T", the emissions "E" per trip, the fuel consumption "F" per trip (e.g., F 1 、F 2 、F 3 , corresponding to various fuels or other energy sources), battery charging time "B" and fuel substitution rate "S". The objective function C can be expressed as, for example, C(T, E, F, B, S) = w 1 (T)-w2 E(T,F,S)+w 3 B(T,S). The composition functions can refer to the first weight w 1 , which is attributed to the number of trips; the second weight w 2 , which is attributed to the emission changes based on the changes in the consumption rate of various fuels, and the third weight w 3 , which is attributed to battery charging time, which can vary depending on the number of trips and fuel use.

[0076] The objective functions provided are not intended to be limiting. For example, other terms may correspond to battery health or other equipment life or maintenance, total or continuous hours that an operator is present with the vehicle (e.g., labor intensity), etc. Equipment life may refer to or include determining a predicted or other target life for one or more energy conversion devices (e.g., in terms of one or more components thereof).

[0077] The objective function can be further solved between various fuels, such as where F 1 corresponds to a diesel fuel blend, and F 2 Refers to gas, where various blends may be used. For example, rather than increasing the substitution rate of gas, it may be advantageous to increase the proportion of biodiesel or HVO available at a refueling station. According to various embodiments, the objective function may include additional, fewer, or different variables or constraints. For example, a mining haul truck may operate at a variable payload, such that the objective function may determine a solution based on the load data 128, which in turn may affect fuel usage, substitution rates, etc. In addition, the objective function may determine a local minimum for predictive or corrective maintenance intervals, such as by buffering loads from strenuous portions of a route (e.g., tunnel operations with restricted airflow, steep grades, rough terrain, frequent start-stop conditions, etc.).

[0078] The path planner 110 may determine a local minimum corresponding to the objective function according to a gradient descent method. That is, the route planner 110 may iteratively adjust the route parameters in the direction of the steepest descent or negative gradient of the objective function until a local minimum is reached. The route planner 110 may employ a genetic algorithm, simulated annealing, or particle swarm optimization to avoid a suboptimal local minimum, such as to determine another relatively favorable local minimum. In some cases, a relatively favorable local minimum may also be a global minimum (i.e., an optimal value).

[0079] The route planner 110 may cause the energy distribution system 108 to adjust the energy provided by one or more fuel sources so that the number of trips or the total tonnage of material along the route is adjusted (e.g., extended). For example, a route associated with a final fuel balance of -5 gallons upon return to a fuel point may cause the payload or speed of the vehicle 100 to be reduced so that the final balance is non-negative (e.g., 0 gallons). Although such a reduction in load or speed may correspond to a reduction in the ton-mile metric during operation, the adjustment may improve overall productivity by reducing refueling time over an appropriate period of time.

[0080] In particular, the controller 102 may detect the current filling state of the vehicle's fuel. The controller 102 may compare the current state with a predefined filling state. For example, the current filling may indicate 400 liters of diesel and 50 kg of H 2 , and 50kW of electrical energy in the battery relative to the corresponding reserve fuel or SoC level. The controller 102 can include the weight of the fuel when determining the fill state. For example, the controller 102 can determine the fill level based on the carbon intensity of having a lower fuel load (e.g., based on the total weight of the vehicle 100). The controller 102 can select the consumption rate of each energy source (e.g., a first energy source and a second energy source) based on a comparison of the current fill state with a predefined fill state. This selection can extend the distance traveled or other vehicle operations before reaching the corresponding reserve fuel or SoC level. For example, the controller 102 can enable the use of energy sources to reduce fuel supply stops, or based on the refueling time (e.g., H 2 The use of H may be increased to extend the total operating period before refueling, or may be reduced based on the weight associated with a longer refueling time than diesel.) In some cases, the time used to refuel multiple fuels may be equal. For example, H 2 Or the amount of diesel may be selected based on the same refueling time (eg, where vehicle 100 is directed to refuel from multiple sources simultaneously).

[0081] The controller 102 may determine the extension based on the location of the vehicle (such as the GNSS location received from the route planner 110) and the location of the energy source. Extension may refer to an increase in the extended operating time. For example, the controller 102 may select a first consumption rate or a second consumption rate to extend the operating time of the vehicle. Extension may refer to the distance traveled, such as a plurality of discrete trips between fuel points for onboard fuel (e.g., the extension may terminate at such a fuel point). That is, the extension of the distance may terminate at discrete locations along the route. Fuel balance is not limited to the actual amount of fuel; the fuel storage or other energy storage device 106 (e.g., a battery) may include an additional reserve portion or an allocation from the route to the fuel point. The controller 102 may select a first consumption rate and a second consumption rate based on the remaining fuel level of the first energy source to extend the operating time of the vehicle. In addition, the predefined filling state is not limited to a fixed reserve value; the controller 102 may adjust the reserve value based on a predicted low temperature operating cycle (e.g., a slope decrease), such as maintaining a portion of the battery SoC to regenerate the particulate filter (e.g., burn off soot).

[0082] The route planner 110 may receive or determine the position of the vehicle 100 relative to a (predefined) route. For example, the route planner 110 may determine the position based on elapsed time, operator input to a user interface, a message from another portion of the vehicle control system, or a wired or wireless signal (e.g., rail signaling, a cellular signal, or a global positioning system (GPS)). The route planner 110 may determine the speed of the vehicle 100 from the same or a changing source relative to the position. The route planner 110 may update various load forecasts, emissions targets 122, etc. during operation of the vehicle 100 or according to another period of time, such as each day.

[0083] The route planner 110 may receive an indication of an emission output 124 associated with the traversal of the route from the energy distribution system 108. For example, the indication of the emission output 124 may be different from the expected output, so that the route planner 110 may adjust the future route planning based on the difference between the emission target 122 and the emission output 124. The adjustment may be an iterative adjustment to periodically maintain the emission target 122. The adjustment may have the opportunity to harvest an emission surplus, or alleviate an emission deficit. That is, in response to an indication that the emission output 124 exceeds the emission target 122, the route planner 110 may define a route that is intended to achieve a lower emission output 124 (e.g., downward adjustment of the emission target 122). In response to an indication that the emission target 122 exceeds the emission output 124, the route planner 110 may define a route that is intended to achieve additional vehicle productivity (e.g., additional trips, faster trips, or larger loads), even if such additional vehicle productivity may cause the emission output 124 to exceed the emission target 122 for the route segment or a portion of the route segment. That is, the route planner 110 may determine a route plan that includes consumption rates for various energy sources for the vehicle 100. The emissions output 124 corresponding to the selected fuel may exceed the emissions target 122 for one route segment and be less than the emissions target 122 for another route segment.

[0084] In some embodiments, the route planner 110 can generate a time-varying route. For example, the route planner 110 can change operation between daytime and nighttime (e.g., where nighttime speed limits can reduce typical emissions, or where the renewable energy mix can change based on the absence of a photovoltaic source). In fact, the route planner 110 can determine various consumption rates in response to various intermittent or unavailable fuel or electrical energy sources. For example, the controller 102 can receive an indication that an energy source is unavailable, and select an adjusted consumption rate for any remaining energy source based on the emissions target 122 (e.g., determining a zero consumption rate for an unavailable source, and another rate for other sources).

[0085] The vehicle 100 may include an emission aggregator 112 or be connected to the emission aggregator 112. The emission aggregator 112 may be connected to various vehicles (e.g., via a wired or wireless network). The emission aggregator 112 may generate an emission target 122 for a group of vehicles (e.g., at least two vehicles, also referred to as a fleet). The emission target 122 may be based on a total emission target 122 (e.g., allocated according to the total emission target 122). The emission aggregator 112 may therefore provide the emission target 122 to the corresponding vehicle (e.g., to the energy distribution system 108 provided to the vehicle) for implementation. That is, the controller 102 may be configured to be connected to a second controller, which is communicatively connected to various vehicles including the vehicle 100. The controller 102 may receive the emission target from the second controller. The second controller may determine an emission target for the vehicle and a second emission target for a second vehicle among the plurality of vehicles based on the total emission target of the plurality of vehicles. The second controller may provide the emission target to the vehicle and provide the second emission target to the second vehicle.

[0086] The emission aggregator 112 can be connected to the route planner 110 to adjust the emission targets 122 for specific vehicles so that the overall emission target 122 for the site is achieved. The emission target 122 can be achieved by implementing various improvements from various vehicles. For example, a 10% emission reduction can be achieved by reducing the emission target 122 of the first vehicle 100 by 50% and reducing the emission target 122 of the second vehicle 100 by 5%. In some cases, the emission target 122 can be achieved by increasing the emission output 124 of one or more vehicles. The emission aggregator 112 can operate iteratively or dynamically based on feedback. For example, the emission aggregator 112 can adjust the emission target 122 based on the indication of the emission output 124.

[0087] The emissions aggregator 112 can achieve the emissions target 122 by determining changes to the fleet of vehicles, infrastructure, or other equipment associated with a facility, site, operation, etc. For example, the installation of an electrification element such as a catenary or third rail, a change to the fuel blend, the addition of an alternative fuel, or a replacement of the vehicle 100 (e.g., the vehicle 100 is configured to operate more efficiently, burn a different fuel, operate a battery hybrid system, etc.). The emissions aggregator 112 can employ predefined or variable asset life or realization costs (e.g., emissions outputs 124 associated with infrastructure improvements).

[0088] The emissions aggregator 112 can determine the local minimum according to any of the techniques described with respect to the route planner 110. For example, the emissions aggregator 112 can determine a solution to an objective function, where the objective function includes variables associated with the vehicle or infrastructure. For example, the objective function can include variables corresponding to additional charging capacity and weight associated with incremental battery capacity (and subsequent changes in tire wear or maintenance), reliability improvements or costs associated with equipment changes (e.g., estimated per-cycle costs, such as hourly costs), productivity improvements (e.g., queue reductions at fueling stations associated with additional fueling stations for various fuels), etc.

[0089] The emissions aggregator 112 may include an interface for presenting selections for adjustments. Adjustments may include any adjustments to a single vehicle 100 (e.g., changes in substitution rates, battery usage, etc.). Adjustments may also include adjustments to vehicles, infrastructure, or equipment. For example, a user may input information associated with improvements (e.g., installation of a catenary, a fueling station, a recharging station, or photovoltaic panels) or operational changes (e.g., a change in the blend of fuels). The information may include locations along a route, amounts of energy delivered, costs associated with the information (e.g., based on emissions or otherwise), etc. The emissions aggregator 112 may generate and present an indication of an emissions output 124 associated with an adjustment. Figure 5 An example of such a presentation is provided in .

[0090] Reference now Figure 2 , according to some embodiments, a route map 200 for a route is provided. The depicted route is divided into a first route segment 202, a second route segment 204, a third route segment 206, a fourth route segment 208, and a fifth route segment 210. The first route segment 202 includes a fuel supply station 212 and a fixed charging station 214. Some routes may include multiple such fuel supply stations 212 or fixed charging stations 214; other routes may omit an energy source entirely, such that a vehicle 100 traversing the route may have to traverse another route to reach the energy source. The vehicle 100 may include, for example, Figure 6 The vehicle 100 depicted at Figure 1 Any component or Figure 1 216, or a vehicle according to other aspects of the present disclosure. Further depicted along the first route is a receiving facility 216, which can refine, process, or store materials from a sourcing facility 218. Although described below as a mining facility, this description is not intended to be limiting. For example, the receiving facility 216 can be a drop-off terminal for passengers, and the sourcing facility 218 can be a departure point for passengers.

[0091] At the receiving facility 216, the vehicle 100 may charge the battery via the charging station 214, or refill one or more fuels at the fuel supply station 212. Any of the refueling time (corresponding to the fuel capacity), the battery charging time (corresponding to the battery SoC), or the choice of fuel (e.g., starting fuel or alternative fuel, fuel blend selection, etc.) may vary based on its objective function according to the input received from the route planner 110. For example, the vehicle 100 may leave the receiving facility 216 along the first route segment 202 with less than a full SoC of the battery. The vehicle 100 may adjust operation when traversing a route segment based on future route segments or based on instructions (e.g., demand indications) from the route planner 110. For example, when the vehicle 100 approaches an uphill slope of the second route segment 204, the vehicle 100 may increase fuel consumption or reduce the replacement rate to charge the battery for the uphill slope (e.g., to maintain a desired speed during the uphill slope). In contrast, where the vehicle 100 is configured to receive electrical energy from a conductive element 220 (such as the depicted catenary), the vehicle 100 may deplete the battery as it approaches the second route segment 204 in order to have an opportunity to recharge during an uphill climb (e.g., based on the emissions or cost of energy derived from the conductive element 220 relative to other energy sources).

[0092] In some embodiments, the fuel may consist of hydrogen (e.g., for use in an internal combustion engine or a fuel cell). In some embodiments, the fuel may consist of HVO, where a relatively energy dense fuel may operate without electrical energy. For example, the fuel may be a single source fuel or a blend of various sources. Energy may be derived from the pantograph for high load factor operation, and a fuel-based system may be used for lower load portions or routes. Batteries may collect regenerated energy, buffer the fuel source for transient events or post-processing, etc. The controller 102 may determine how much power is generated from the fuel used to replenish the pantograph.

[0093] As the vehicle 100 approaches the third route segment 206, the route planner 110 may cause the vehicle 100 to take further actions based on the future route segment. For example, the vehicle 100 may stop receiving energy from the catenary so that an amount of energy can propel the vehicle 100 along the third route segment 206 to the fourth route segment 208. Thereafter, the depleted battery may be recharged based on regenerative braking while descending along the fourth route segment 208. This depletion may be employed even in the case where the energy from the catenary is the fuel with the lowest carbon intensity. Thus, the vehicle 100 may recharge the battery while descending along the fourth route segment 208.

[0094] Traveling along the fifth route segment 210, the vehicle 100 can maintain the battery's SoC (e.g., when the vehicle 100 is loaded more heavily, the battery is reserved for use on the return trip to increase speed or reduce carbon intensity). Therefore, the energy distribution system 108 can provide various combinations of energy sources to the vehicle 100 during the transmission from the receiving facility 216 to the purchasing facility 218. The combination of energy sources may not meet the objective function for any particular segment. In fact, the combination of energy sources may not meet the objective function for the described transmission. For example, the transmission to the purchasing facility 218 can operate with a relatively high carbon intensity because the emissions of the unloaded vehicle 100 can be relatively insensitive to speed changes, and speed changes of the vehicle 100 can affect productivity quite a bit. That is, the route planner 110 can determine that increasing the vehicle speed when unloaded and slowing the vehicle 100 when loaded meets the emissions target 122 and increases the number of trips, ton-miles, etc.

[0095] The vehicle 100 may obtain the load at the purchasing facility 218 and generate load data 128 associated with the load. Thereafter, the vehicle 100 may travel along the fifth route segment 210, ascend the fourth route segment 208 (e.g., discharge the battery to maintain the target speed), and proceed to the second route segment 204 along the third route segment 206. The vehicle 100 may descend along the second route segment 204 while regeneratively braking to recharge the battery. Thereafter, the vehicle 100 may travel along the first route segment 202 to the receiving facility 216. Upon traversing the first route segment 202 to the receiving facility 216, the vehicle 100 may return (or proceed to another route) with a battery level based on the planned recharging time and ascend the second route segment 204.

[0096] Reference now Figure 3, according to some embodiments, an energy flow diagram 300 for a vehicle 100 is provided. The vehicle 100 may include any number of storages corresponding to various fuels and blends thereof. For example, the depicted embodiment includes a diesel storage 302, which is configured to receive a variable blend of any combination of petroleum diesel 302A, HVO 302B, or biodiesel 302C. The variable blend may include B0 (e.g., may be petroleum diesel 302A) or B100. The controller 102 may select between various blendable fuels or blends thereof. The blend may be selected to optimize the objective function based on the selected engine assembly, local availability, or an indication of the blend from the route planner 110. For example, the controller 102 may select a fuel blend ratio between blendable fuels with different carbon intensities based on the emission target 122, so that one fuel has a greater carbon intensity than another fuel. The depicted embodiment includes a CNG or LNG storage 304 that can receive CNG / LNG from various sources such as green sources 304A (e.g., from renewable biomass), blue sources 304B (e.g., from processes employing carbon capture), gray sources 304C (e.g., fossil fuel sources), or variable blends thereof, which can be selected based on similar criteria as discussed above with respect to the diesel storage 302. The controller 102 can receive an indication of such sources and select a consumption rate of the one or more energy sources based on the origin of the one or more energy sources (e.g., a consumption rate of the diesel storage 302 can be selected based on the fuel source disposed therein).

[0097] The engine 308 receives energy from one or more fuel sources, such as the diesel storage 302 and the CNG / LNG storage 304. The engine 308 may replace or substitute a portion of the received fuel according to instructions from the energy distribution system 108. For example, the engine 308 may receive a greater portion of diesel based on the load data 128, such as the combined vehicle gross weight of the vehicle 100 and the payload (e.g., relatively heavy iron ore), or a greater portion of CNG / LNG when unloaded or when carrying a smaller payload (e.g., relatively light overburden). The energy from the engine 308 may be transferred to mechanical propulsion components, or as depicted, to an alternator 310, which in turn may route power to a battery 312 or an electric motor such as the depicted traction motor 314.

[0098] The electrical port 306 is further depicted. The electrical port 306 may be or include a portion configured to receive energy when stopped or when crossing a route. The electrical port 306 may be configured to be connected to one or more power sources. For example, the electrical port 306 may include a pantograph configured to receive energy from a catenary, a pickup shoe configured to receive energy from an electrified track, or a socket configured to receive energy from a charging point. That is, the controller may enable the energy storage device 106 (such as a battery 312) to receive electrical energy via the electrical port 306 (e.g., at the pantograph) when crossing one or more route segments. The electrical port 306 may provide energy to the traction motor 314 or the battery 312. That is, the vehicle 100 may include various relays, switches, inverters, etc. corresponding to the diesel storage 302, as well as pumps, valves, and filter elements.

[0099] During operation, energy received from the engine 308, the electrical port 306, or the battery 312 is regulated according to instructions received from the energy distribution system 108. The energy can be used to propel the vehicle 100, prepare for future propulsion of the vehicle 100, harvest energy (e.g., deplete the battery 312 before descending a grade), or another energy or emissions management operation (e.g., the engine 308 can be loaded to help regenerate the particulate filter). The regulation can include adjustments to the fuel consumed by the engine, the net charge or discharge of the battery 312 (e.g., from the electrical port 306, the alternator 310, or the traction motor 314 via regenerative braking). In some cases, the engine 308 can be shut down when the load is less than a threshold, such as in the case where another energy source (e.g., gravity, the battery 312, or a third rail connected to the electrical port 306) can propel the vehicle 100.

[0100] The depicted energy flow diagram 300 is not intended to be limiting. The vehicle 100 may include various cabin electronics, capacitor banks, flywheels, blowers, etc. For example, the vehicle 100 may include a battery-powered blower configured to cool certain engine components in order to increase the maximum engine output to the alternator 310 (e.g., by transferring the blower load from the engine to the battery 312).

[0101] Reference now Figure 4, according to some embodiments, an intensity-yield graph 400 for a vehicle 100 is provided. The intensity-yield graph 400 may include any number of axes, such as a productivity axis 402 (e.g., depicted as a ton-mile axis) and a carbon intensity axis 404, which may depict an indication of carbon intensity according to various emission outputs 124 (e.g., well to wheel, tank to wheel, etc.). The two axes are depicted according to an arbitrary scale, which in any case will vary according to various implementations of the present disclosure. As depicted, carbon intensity may generally be positively correlated with productivity, corresponding to reduced vehicle speed when substituting low-carbon fuels, increased dwell times for battery recharging, etc. In some cases, or for some portions of the intensity-yield graph 400 of a vehicle 100 or other equipment, this correlation may be positive. For example, increasing vehicle speed from a relatively low speed (less than the efficiency band of an internal combustion engine) may increase productivity and reduce carbon intensity, as shown by the first portion 406 of the intensity-yield graph 400 (e.g., the efficiency of a transportation vehicle 100 idling at a stop is zero).

[0102] The local minimum 408, which also corresponds to the absolute minimum of the depicted curve, depicts the point of maximum efficiency for the vehicle 100. Because the emission output 124 associated with the local minimum 408 is less than the emission target 122, the system can achieve higher productivity within the emission target 122. That is, the local minimum that satisfies the objective function of the path planner 110 may not be a local minimum for efficiency alone. For example, the vehicle 100 may be operated at an operating point 410 along the second portion 412 of the curve, which may be at or closer to the operating power band of the internal combustion engine relative to the local minimum 408. Other portions of the curve include a third vertical portion 414, which is associated with a change in productivity that does not correspond to a change in carbon intensity (e.g., corresponding to an increase in vehicle speed that increases the dwell time of the PHEV at the charging station 214). The fourth portion 416 of the curve exhibits a positive productivity-intensity correlation. The fifth portion 418 of the curve does not exhibit further productivity increases corresponding to increased intensity. This portion may correspond to a productivity controlled by another portion of the site (eg, operating on 0% alternative fuel to achieve maximum vehicle speed to reach the location where the vehicle 100 will stay may not increase productivity, but may increase emissions).

[0103] Although not depicted, for the sake of clarity, the intensity-yield diagram 400 may include various other axes. For example, another axis may depict costs associated with fuel, vehicle depreciation, labor costs, etc. Another axis may depict the renewable content of the electrical energy source. Another axis may still depict the fuel blend used (e.g., the percentage of biodiesel 302C for the fuel of the diesel storage). Therefore, the operating point 410 may move left or right along the depicted curve based on various functions of the various axes. The route planner 110 may adjust at least a portion of the various axes (or provide instructions for adjustment). For example, the route planner 110 may determine that a non-fossil-based pilot fuel blend may be adjusted (e.g., between HVO 302B and petroleum diesel 302A), a substitution rate of another fuel (e.g., LNG / CNG) may be increased, or an increased proportion of the energy consumed by the vehicle 100 may be derived from electrical energy (e.g., from a fixed charging point or a conductive element 220 extending along the route, such as a catenary, increased regenerative braking, etc.).

[0104] In addition, the route planner 110 can operate according to a time-varying objective function to alternatively over-run or under-run the emissions target 122 according to season, time of day, day of week, or other period, where the emissions target 122 is for a period at least as long as the period (e.g., quarterly, annually, etc.). Thus, the route planner 110 can generate outputs describing various operational changes (e.g., adjustments to speed or fuel blend) or capital functions (e.g., deployment of chargers or photovoltaic panels). That is, local minima of the objective function (other than the local minima 408 corresponding to carbon intensity) can include adjustments to any axis of the intensity-yield graph 400.

[0105] Figure 5 5 is a user interface 500 depicting various vehicles of a facility according to some embodiments. The user interface 500 provides columns corresponding to various discharges. For example, the various columns may correspond to the same vehicle 100 (or any group of similar vehicles) traversing various routes, or to routes traversed by a group of vehicles 100. For simplicity and brevity, hereinafter, reference will be made to a first column 502 corresponding to a first haul truck 510 or other vehicle 100 traversing a first route, a second column 504 corresponding to a second haul truck 512 or other vehicle 100 traversing a second route, and a third column 506 corresponding to a third haul truck 514 or other vehicle 100 traversing a third route. A fourth column 508 corresponds to other equipment, in particular, to a receiving facility 216.

[0106] The first row 516 indicates the baseline emission level corresponding to the corresponding vehicle and equipment (e.g., normalized to 1). The second row 518 indicates a 30% proportional reduction in emissions applied to various vehicles 510, 512, 514 and equipment. Although this allocation can meet the emission target 122, the allocation may not correspond to a local minimum of the productivity-related objective function. That is, another allocation with the same emission output 124 can achieve greater production (or correspond to improvements in other axes of the hyperplane solution space of the target model, such as reliability, cost, etc.). The third row 520 indicates the allocation of emissions by the emission aggregator 112 according to the local minimum of the objective function. For example, the low-intensity but low-productivity operation of haul trucks 510, 512, 514 and the relatively high-intensity (relative to trucks) operation of the receiving facility 216 can meet the target model (e.g., corresponding to a local minimum). For example, in some cases, such a row may correspond to an optimal solution for the global minimum.

[0107] The fourth row 522 provides a photovoltaic panel, which, as shown, can be used to provide energy to the receiving facility 216, thereby reducing its operating intensity. The emission aggregator 112 can determine that the emission budget can be transferred from the receiving facility 216 to the haul trucks 510, 512, 514, so that the haul trucks 510, 512, 514 can operate at a relatively high intensity. The fifth row 524 provides a conductive element 220, which can significantly reduce the operating intensity of the haul trucks 510, 512, 514, and can further increase the productivity relative to the baseline (e.g., because the conductive element 220 can increase the maximum acceleration slope relative to the diesel engine). The emission aggregator 112 can determine that the emission budget can be transferred from the haul trucks 510, 512, 514 to the receiving facility 216. Additional columns can correspond to additional potential changes, such as changes in vehicle type, changes in fuel or its blend, etc. In addition, the allocation can correspond to a local minimum determined based on various factors, such as any of the factors described herein (e.g., reliability, cost, availability, storage, volume, weight, etc.).

[0108] Figure 6 is a block diagram of a system 600 including an engine configured to operate based on various fuels according to some embodiments. The system 600 for generating mechanical energy to propel a vehicle 100 includes an electrical port 306 configured to receive electrical energy from a conductive element 220 external to the vehicle 100, the conductive element 220 being disposed along a route of the vehicle 100. The system 600 includes an energy conversion device 104 configured to receive a first fuel and a second fuel. The system 600 includes a controller 102 configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel based on an energy demand.

[0109] For the sake of brevity of this disclosure only, various operations depicted herein may be briefly mentioned. With particular reference to e.g. Figure 1 , with reference to any of the controller 102, the energy conversion device 104, or the energy distribution system 108. In some embodiments, any of the present embodiments may be modified based on various references to the energy storage device 106, the route planner 110, or the emission aggregator 112, and any data structure of the data repository. In addition, the present embodiments may be modified based on, for example, Figure 2 , Figure 3 and Figure 7 The depicted electrical ports 306 and indications of conductive elements may be modified or understood in accordance with the disclosure herein.

[0110] In some embodiments, the determination of the first consumption rate and the second consumption rate is based on an emissions target 122. The determination can be based on a first emissions output 124 of a first fuel. The determination can be based on a second emissions output 124 of a second fuel. The determination can be based on a third emissions output 124 of electrical energy. Such elements can be modified according to, for example, the various references to objective functions herein and according to any other portion of the present disclosure.

[0111] In some embodiments, the controller 102 is configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel. The determination may be based on the amount of electrical energy received from the conductive element 220. Figure 1 Various references to and modifications to such elements in accordance with any other part of the present disclosure.

[0112] In some embodiments, the controller 102 is configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel. The determination may be based on the source of the electrical energy received from the conductive element 220. Figure 3 Various references to fuel sources and modifying such elements in accordance with any other part of this disclosure.

[0113] In some embodiments, controller 102 is configured to receive a route, the route comprising a plurality of route segments. Controller 102 may be configured to cause the vehicle to receive an amount of electrical energy from electrical port 306 along a first route segment. The amount of electrical energy may be based on a second route segment in the plurality of route segments. The amount of electrical energy may be based on, for example, various references to routes and route segments herein (such as those described above). Figure 2 and Figure 7 ), modify such elements according to any other part of the present disclosure.

[0114] In some embodiments, the controller 102 is configured to determine the amount of electrical energy based on the speed at which the vehicle 100 traverses the first route segment, the speed being based on the second route segment of the route. Figure 1 , Figure 2 , Figure 4 , Figure 5 , Figure 7 or any other part to modify such elements.

[0115] In some embodiments, the controller 102 is configured to determine the amount of electrical energy based on a portion of the amount of electrical energy provided to the energy storage device. The energy storage device can be configured to provide electrical energy to the traction motor during the second route segment of the route. Such elements can be modified according to, for example, various references to conductive elements depicted throughout the present disclosure.

[0116] In some embodiments, the vehicle includes a traction motor 314 to generate electrical energy via regenerative braking when going downhill along the slope of the second route segment. The controller can determine the amount of electrical energy based on the regenerative braking of the slope. Such elements can be modified according to, for example, various references to conductive elements depicted throughout this disclosure.

[0117] In some embodiments, the energy conversion device 104 is configured to generate electrical energy from a fuel source. The controller 102 can be configured to receive an indication of an emissions target 122. The controller 102 can be configured to receive an indication of an emissions output 124 corresponding to the fuel source and the amount of electrical energy. The controller 102 can be configured to determine the amount of electrical energy based on the emissions target and the emissions output. Such elements can be modified according to, for example, various references to conductive elements depicted throughout the present disclosure.

[0118] Figure 7 is a depiction of a vehicle traversing a route according to some embodiments. The vehicle 100 includes an electrical port 306, which is configured to receive electrical energy from a conductive element 220 disposed along the route of the vehicle 100. For example, the conductive element is depicted as a catenary. According to various embodiments, the conductive element 220 can be implemented in various ways, such as the depicted catenary connected to the pantograph 702, a third rail connected to a pickup shoe, or other fixed elements configured to supply electrical energy to the mobile vehicle 100. The pantograph 702 includes a spring element, a pneumatic system, or other elastic member configured to maintain contact with the catenary. The controller 102 associated with the vehicle can control the amount of electrical energy received from the conductive element 220, such as by adjusting the rate at which energy is received or the time period for receiving electrical energy.

[0119] The vehicle 100 includes an energy conversion device 104 configured to receive one or more fuels (eg, at least a first fuel). The vehicle 100 includes a controller 102. The controller 102 determines a first consumption rate of the first fuel based on an energy demand of the energy conversion device.

[0120] The respective fuels may each be associated with various carbon intensities, power generation potentials, costs, etc. At least a portion of the controller 102 is depicted as being local to the vehicle 100 (e.g., constituting a control system of the vehicle 100). In various embodiments, the controller 102 may include one or more processors local to the vehicle 100, remote from the vehicle 100, or a combination of processors local to the vehicle 100 and remote from the vehicle 100. The controller 102 may determine a consumption rate for each of the various fuels. The controller 102 may determine the respective consumption rates based on the emissions output 124, cost, power generation potential, or other attributes of the various fuels.

[0121] For example, the controller 102 may determine the first consumption rate of the first fuel based on the second consumption rate of the second fuel for the energy conversion device. The controller 102 may determine the first consumption rate and the second consumption rate based on an emissions target for the vehicle.

[0122] In some embodiments, the controller 102 is configured to execute an objective function to determine the first consumption rate and the second consumption rate. The objective function may be based on (e.g., include as a parameter) an emissions target 122, a first emissions output 124 of a first fuel, a second emissions output 124 of a second fuel, and an operating parameter that is positively correlated with a total emissions output 124 of the vehicle 100. The objective function may also be based on an operating parameter of the vehicle 100 that is positively correlated with the total emissions output 124 of the vehicle 100. For example, the operating parameter may include operating intensity, battery health, or other equipment life or maintenance.

[0123] The controller 102 may further determine emissions outputs 124 for one or more fuels or other energy sources. For example, the controller 102 may determine a first emissions output for a first fuel. The controller 102 may determine a second emissions output for a second fuel. The controller 102 may determine a third emissions output 124 for electrical energy, wherein a sum of the first emissions output 124, the second emissions output 124, and the third emissions output 124 does not exceed the emissions target 122.

[0124] The power generation potential may refer to the amount of electricity generated by a fuel. For example, some diesel or diesel-like fuels have greater power generation potential than some alternative fuels (such as CNG or LNG).

[0125] Referring again to the various fuels, the vehicle 100 may include an energy storage device 106 configured to receive one or more fuels. For example, a first energy storage device may be configured to receive a first blend of fuels associated with a first emission output 124, such as a blend of petroleum diesel, biodiesel, HVO, or various other diesel-like fuels (e.g., may be a diesel storage 302). A second energy storage device 106B may be configured to receive another fuel, such as a fuel configured to selectively replace the fuel of the first energy storage device 106A based on a control signal generated by the controller 102. For example, the second energy storage device 106B may receive natural gas, hydrogen, or other fuels. That is, the second energy storage device 106B may be or include, for example, Figure 3 The CNG / LNG storage 304 is shown. References to various fuels can include a selection between fuel storages, or a selection for one or more storages. For example, the selection of the petrodiesel consumption rate can be adjusted according to an increased natural gas ratio or by obtaining a diesel blend including biodiesel. The third energy storage device 106C can store electrical energy, such as in the case of a battery 312. The electrical energy can originate from the electrical port 306 (e.g., via the pantograph 702), the energy conversion device 104, or another source (such as regenerative braking).

[0126] The controller 102 may determine the consumption rate for one or more fuels based on the emission output 124 associated with the fuel and the emission output 124 associated with the electrical energy (e.g., along with various other attributes). For example, the controller 102 may receive the emission output 124 associated with the electrical energy, such as the carbon intensity of energy from the grid, photovoltaic panels, generators, etc. For example, the controller 102 may compare the power demand with the available energy supply from the conductive element 220. In some cases, the controller 102 may determine the consumption rate of the fuel based on the amount of electrical energy available from the conductive element 220. For example, in an illustrative example, the controller 102 may prioritize electrical energy from the conductive element 220 based on the emission output 124, cost, or other attributes of the electrical energy. The controller 102 may compare the total power required with the available amount of electrical energy from the conductive element 220, and operate another energy conversion device 104 (e.g., an engine component) to generate the remainder of the energy. The controller 102 may adjust the rate of consumption of fuel, for example, by generating control signals to actuate pumps, valves, injectors, or communicate with another controller.

[0127] In some embodiments, the controller 102 may determine the consumption rates of various fuels based on the emissions target 122. For example, the controller 102 may receive the emissions target 122 and determine a combination of energy sources to operate the vehicle that does not exceed the emissions target 122. The combination of energy sources may include an emissions output 124 associated with electrical energy from the conductive element, and additional emissions outputs 124 for various fuels for the vehicle 100. The determination may be based on information about Figure 1 In fact, according to various embodiments, the depicted vehicle 100 may include Figure 1 any part or Figure 1 100 , which may be instantiated locally at the vehicle 100 or remotely from the vehicle 100 .

[0128] In some embodiments, the controller 102 is configured to determine the fuel consumption rate of various fuels based on time-varying vehicle operation. For example, the controller 102 can be configured to generate control signals to cause the vehicle 100 to store electrical energy (e.g., in the battery 312), or to convert electrical energy to another energy source for storage (e.g., as heat energy from a hydrogen or methane cracker), which is thereafter used for vehicle propulsion. In the following, for the sake of brevity only, some references will be made to a hybrid vehicle including the battery 312; any such examples may substitute the battery 312 for other energy storage devices.

[0129] The time-varying behavior of the vehicle 100 may include charging or discharging the battery 312. The vehicle 100 may charge the battery 312 from a variety of sources, such as from a fuel-consuming energy conversion device 104, a conductive element 220, a fixed charging station 214, or regenerative energy from an electric motor of the vehicle 100. In addition, the controller 102 may operate based on a predefined route, a predicted route, or other forward-looking route data 126. Thus, the controller may generate control signals to cause the vehicle to charge or discharge the battery during a portion of a route that is based on another (future) portion of the route.

[0130] The controller 102 may cause the battery 312 to be charged based on a future route portion where the amount of energy demand exceeds the amount of power available from the conductive element 220. This situation may occur in the absence of a conductive element 220 disposed along a portion of the route. For example, when the vehicle 100 reaches the end of the conductive element 220, the controller 102 may charge the battery 312 to maintain power source energy while traversing another portion of the route. The charging may be based on the low emission output 124 of the electrical energy received from the conductive element 220 relative to another energy source. The charging of the battery 312 may refer to fully charging the battery, or otherwise increasing the battery SoC.

[0131] The controller 102 may discharge the battery 312 based on future route segments. For example, the discharge may be prior to connection of the pantograph 702 to the catenary to reduce fuel use, increase the replacement rate, or otherwise correspond to a determination of the consumption rate of various fuels. In another example, the route may include a stop near a fixed charging station 214, or a portion associated with regenerative braking such that a high battery SoC may be undesirable. The associated use of the friction braking system, or the emission output 124, financial costs, or other costs of an objective function associated with the electrical energy of the conductive element source may cause the controller 102 to discharge (e.g., deplete) the battery or not charge the battery. The electrical energy available (or actually derived) from the conductive element 220 may be one of a variety of energy sources evaluated according to various objective functions. The vehicle 100 may include a generator (e.g., a traction motor to generate electrical energy via regenerative braking while descending along the grade of the route segment). The amount of electrical energy received during different route segments may be based on the grade. For example, the battery may be depleted while traversing a route segment before a downward grade, or charged while traversing a route segment before an upward grade, such as Figure 2 shown.

[0132] The controller 102 can control charging based on battery health parameters, such as time in a state of charge exceeding a threshold, the charging rate, or the thermal load applied to the battery. For example, by charging near the end of the conductive element, the period of time that the battery 312 is in a fully charged state can be reduced, which may promote battery aging. Conversely, starting battery charging earlier can reduce the charging rate, which can reduce the thermal load on the battery, which may promote battery aging. Similarly, the controller 102 can deplete the battery 312 based on battery health parameters, such as a SoC above a SoC threshold, or reduce the excursion time during which the battery SoC is below a SoC threshold. For example, the objective function can include various battery health parameters, such as temperature, charge / discharge cycles, time at high SoC or low SoC, etc.

[0133] The controller 102 can control the amount of electrical energy received from the conductive element 220 based on the vehicle speed, where the speed is based on another portion of the route. For example, the vehicle 100 can traverse a portion of the route at a slower rate to increase the amount of energy provided to the battery so that during another portion of the route, the stored energy can be used to increase the vehicle speed. The reduced speed (while receiving energy from the conductive element 220) combined with the increased speed along another portion of the route can reduce the overall time to traverse the route, or otherwise produce a benefit according to the target model (e.g., the stored energy can reduce the emissions output 124 associated with the subsequent increased speed).

[0134] The amount of electrical energy received from the conductive element 220 may be associated with the current speed of the vehicle, or, as described above, based on a portion of the amount of energy received from the energy storage device 106. The stored energy may be used to propel the vehicle or perform various auxiliary functions thereof. For example, charging a battery that is thereafter used for various functions other than vehicle propulsion may affect emission output, such as by reducing the load on the engine assembly, which in turn may increase vehicle speed, increase fuel replacement rates, aid in engine assembly start-stop operations, etc.

[0135] Figure 8 800 is a block diagram illustrating the architecture of a computer system 800 that can be used to implement elements of the systems and methods described and illustrated herein. The computer system or computing device 800 may include or be used to implement the controller 102 or components thereof and components of a vehicle. The computing system 800 includes at least one bus 805 or other communication component for transmitting information, and at least one processor 810 or processing circuit coupled to the bus 805 for processing information. The computing system 800 may also include one or more processors 810 or processing circuits coupled to the bus for processing information. The computing system 800 also includes at least one main memory 815 (such as a random access memory (RAM) or other dynamic storage device) coupled to the bus 805 for storing information and instructions to be executed by the processor 810. The main memory 815 can be used to store information during the execution of instructions by the processor 810. The computing system 800 may also include at least one read-only memory (ROM) 820 or other static storage device coupled to the bus 805 for storing static information and instructions for the processor 810. A storage device 825 , such as a solid-state device, magnetic disk, or optical disk, may be coupled to bus 805 for persistently storing information and instructions (eg, for data repository 120 ).

[0136] The computing system 800 may be coupled to a display 835, such as a liquid crystal display or an active matrix display, via the bus 805. An input device 830, such as a keyboard or mouse, may be coupled to the bus 805 for communicating information and commands to the processor 810. The input device 830 may include a touch screen display 835.

[0137] The processes, systems, and methods described herein can be implemented by the computing system 800 in response to the processor 810 executing an arrangement of instructions contained in the main memory 815. Such instructions can be read into the main memory 815 from another computer-readable medium (such as, storage device 825). The execution of the arrangement of instructions contained in the main memory 815 causes the computing system 800 to perform the illustrative processes described herein. One or more processors in a multi-processing arrangement can also be used to execute the instructions contained in the main memory 815. Hard-wired circuits can be used in place of software instructions or in combination with software instructions with the systems and methods described herein. The systems and methods described herein are not limited to any specific combination of hardware circuitry and software.

[0138] Although in Figure 8 An example computing system is described in the specification, but the subject matter including the operations described in this specification may be implemented in other types of digital electronic circuits, or in computer software, firmware, or hardware (including the structures disclosed in this specification and their structural equivalents), or in a combination of one or more of them.

[0139] Fig. 9 1 is a flow chart illustrating a method 900 for vehicle energy source selection according to some embodiments. At operation 902, a current fill state of fuel is determined. At operation 904, an indication of an emissions target for the vehicle 100 is received. The vehicle 100 includes one or more energy conversion devices 104, which are configured to generate mechanical motion from various energy sources including fuel. At operation 906, an indication of an emissions output 124 for each of the various energy sources is received. At operation 908, a consumption rate of fuel is adjusted based on the emissions target 122, the current fill state, and the emissions output 124 of each of the various energy sources.

[0140] In some embodiments, the consumption rate of the fuel is adjusted based on the target life of one or more energy conversion devices 104. For example, the consumption rate may be adjusted downward during high engine loads or during low RPM / high torque conditions to extend the life of the crankshaft, or adjusted downward during sustained operation to reduce heat buildup in the engine.

[0141] In some embodiments, additional consumption rates may be determined for additional energy sources. For example, a second consumption rate may be adjusted for a second fuel of various energy sources, such as may also be based on the emissions target 122. The second consumption rate may be adjusted based on a fill state of the second fuel and a second emissions output of the second fuel. In some embodiments, one of the first fuel or the second fuel may be a hydrocarbon fuel, and the other of the first fuel or the second fuel may be an alternative fuel to the hydrocarbon fuel (e.g., ammonia, hydrogen, or natural gas). In some embodiments, the method includes determining a third consumption rate of electrical energy of the battery based on a state of charge (SoC) of the battery. For example, the third consumption rate of electrical energy may correspond to a positive rate or a negative rate (e.g., charging or discharging the battery).

[0142] The adjustment of any consumption rate may depend on the other consumption rates. For example, the adjustment of the consumption rate of fuel may be based on the second consumption rate and the third consumption rate. The determination of any one of the consumption rate, the second consumption rate, or the third consumption rate (e.g., the consumption rate of fuel, the second consumption rate of the second fuel, and the third consumption rate of electrical energy) may be determined according to a local minimum of the objective function.

[0143] Fig.10 1 is a block diagram of a controller 102 for vehicle energy source selection, which is connected to various other components of the environment. The controller 102 may include one or more processors coupled to a memory. For example, one or more processors may be arranged locally or away from each other. The controller 102 may be coupled to an energy storage device of the vehicle 100, and the energy conversion device 104 is configured to generate mechanical motion from a variety of fuels. The controller 102 is configured to receive an indication of an emission target 122 for the vehicle 100. The controller 102 is configured to receive an indication of a first emission output 124 corresponding to a first fuel in a variety of fuels and a second emission output corresponding to a second fuel in a variety of fuels. The controller 102 is configured to execute an objective function to select a first consumption rate for the first fuel and a second consumption rate for the second fuel. More specifically, the controller 102 selects a first consumption rate and a second consumption rate based on the emission target, the first emission output, and the second emission output.

[0144] The controller further selects the first consumption rate and the second consumption rate based on an operating parameter of the vehicle that is negatively correlated with a third emission output for the vehicle. For example, the operating parameter may be related to fuel cost, equipment life parameters, vehicle speed, load carried, number of trips completed, etc.

[0145] In some embodiments, the controller 102 is a controller 102 of a system. The system may include any of the components disclosed herein. For example, the system may include one or more energy conversion devices 104 operably coupled to the controller 102. The system may include one or more energy storage devices 106 operably coupled to the controller 102.

[0146] Fig.11 1 is a flow chart illustrating a method 1100 for vehicle propulsion. At operation 1102, electrical energy is received at an electrical port 306 of the vehicle 100 from a conductive element 220 external to the vehicle 100 while traversing a route based on a control signal generated by the controller 102. At operation 1104, the controller 102 determines a first consumption rate of a first fuel. The determination is based on an energy demand for an energy conversion device 104 of the vehicle 100, the energy conversion device 104 being configured to receive a first fuel and a second fuel. The determination is based on an amount of electrical energy. The determination is based on a second consumption rate of the second fuel.

[0147] In some embodiments, the controller 102 determines a first consumption rate based on the emissions target 122, the first emissions output 124 of the first fuel, and the second emissions output 124 of the second fuel. For example, the controller 102 can determine the consumption rate by determining a plurality of emissions outputs 124 (e.g., at least the first emissions output and the second emissions output 124). In some cases, such a consumption rate may not correspond to a minimum emissions output 124. For example, the controller 102 can determine a total emissions output 124 (e.g., the sum of at least the first emissions output and the second emissions output 124) that is less than the emissions target 122. The amount can be determined to adjust for non-emission aspects, such as travel speed, time between refuelings, etc.

[0148] In some embodiments, the method 1100 includes determining, by the controller 102, a source of electrical energy. For example, the method 1100 may determine that the electrical energy is from a photovoltaic panel, coal, or other carbon-based source, or via regenerative braking local to the vehicle. The determination of the source may include determining a combined source, such as an energy grid that receives each of a renewable source and a non-renewable source. The controller may determine an emission output associated with the electrical energy based on the source. For example, the controller may determine the output based on data received from an operator of the grid or other data source. The controller 102 may determine a first consumption rate based on the emission output 124.

[0149] In some embodiments, the controller 102 may receive various route segments of a route. The controller 102 may adjust the amount of electrical energy when the vehicle traverses a first route segment of the plurality of route segments based on a predicted load demand of the vehicle during traversal of a second route segment of the plurality of route segments. For example, when approaching a catenary, an uphill or downhill portion of the route, the controller 102 may adjust the amount of energy received (e.g., to avoid charging the battery prior to a downhill portion where regenerative braking may be used).

[0150] In addition, the controller 102 may assign the first and second parts of the emission target 122 to the first route segment and the second route segment. The controller 102 may determine the amount of electrical energy that satisfies the emission target based on a plurality of segments. For example, the controller may make the emission output 124 appear time-varying (e.g., larger emissions for uphill portions and lower emissions for downhill portions). Therefore, the first part of the emission target may not meet the emission target, the second part of the emission target may meet the emission target, and the combination of the first part and the second part may meet the emission target 122. In some embodiments, the controller 102 may determine or adjust the speed of the vehicle based on the amount of electrical energy. For example, the controller 102 may increase the speed when electrical energy is available to propel the vehicle, or reduce the speed when no electrical energy is available (or when the available electrical energy is less than the load demand, battery recharging, etc.). The amount of electrical energy itself may depend on the speed. For example, a higher speed crossing of a route segment including the conductive element 220 may reduce the total amount of electrical energy received therefrom. The controller 102 may determine the amount of electrical energy based on the speed of the vehicle.

[0151] As used herein, the terms "approximately," "about," "substantially," and similar terms are intended to have a broad meaning consistent with commonly accepted usage by persons of ordinary skill in the art to which the subject matter of the present disclosure belongs. Those skilled in the art who review the present disclosure should understand that these terms are intended to allow for the description of certain features described and claimed without limiting the scope of such features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations to the subject matter described and claimed are considered to be within the scope of the disclosure as described in the appended claims.

[0152] It should be noted that the term "exemplary" and variations thereof as used herein to describe various embodiments are intended to indicate that these embodiments are possible examples, representations, or illustrations of possible embodiments (and these terms are not intended to imply that these embodiments are necessarily the most specific or superlative examples).

[0153] As used herein, the term "coupled" and variations thereof refer to two components being directly or indirectly joined to one another. Such joining may be stationary (e.g., permanent or fixed) or movable (e.g., removable or releasable). Such joining may be achieved by coupling the two components directly to one another, by coupling the two components to one another using one or more separate intervening members, or by coupling the two components to one another using an intervening member that is integrally formed as a single unitary body with one of the two components. If "coupled" or variations thereof are modified by additional terms (e.g., directly coupled), the general definition of "coupled" provided above is modified by the plain language meaning of the additional terms (e.g., "directly coupled" means the joining of the two components without any separate intervening members), resulting in a narrower definition than the general definition of "coupled" provided above. Such coupling may be mechanical, electrical, or fluidic. For example, circuit A being communicatively "coupled" to circuit B may mean that circuit A communicates directly with circuit B (i.e., without an intermediary) or indirectly with circuit B (e.g., through one or more intermediaries).

[0154] Although the drawings and description may show a particular order of method steps, the order of these steps may be different from that depicted and described, unless otherwise specified above. In addition, two or more steps may be performed simultaneously or partially simultaneously, unless otherwise specified above. For example, such variations may depend on the selected software and hardware systems and the designer's choice. All of these variations are within the scope of the present disclosure. Similarly, software implementations of the described methods can be accomplished with standard programming techniques with rule-based logic and other logic to accomplish various connection steps, processing steps, comparison steps, and decision steps.

[0155] It is important to note that the structure and arrangement of the vehicle 100 as shown in the various exemplary embodiments is illustrative only. For example, some components of the vehicle 100 or for the vehicle 100 (e.g., connected to the vehicle 100) can be located away from the vehicle 100. In addition, any element disclosed in one embodiment can be combined or used with any other embodiment disclosed herein. Although only one example of an element from one embodiment that can be combined or utilized in another embodiment is described above, it should be understood that other elements of the various embodiments can be combined or used with any other embodiment disclosed herein.

Claims

1. A system for generating mechanical energy for vehicle propulsion, comprising: an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route of the vehicle; an energy conversion device configured to receive a first fuel and a second fuel; and A controller, the controller being configured to: A first consumption rate of the first fuel and a second consumption rate of the second fuel are determined based on an energy demand of the vehicle and receipt of the electrical energy.

2. The system according to claim 1, wherein: The controller is further configured to determine the first consumption rate and the second consumption rate based on: Emission targets; a first emission output for the first fuel; a second emissions output for the second fuel; and A third emission output for the electrical energy.

3. The system according to claim 1, wherein: The controller is also configured to: The first consumption rate of the first fuel and the second consumption rate of the second fuel are determined based on the amount of the electrical energy received from the conductive element.

4. The system according to claim 1, wherein: The controller is also configured to: The first consumption rate of the first fuel and the second consumption rate of the second fuel are determined based on a source of the electrical energy received from the conductive element.

5. The system according to claim 1, wherein: The controller is also configured to: receiving the route comprising a plurality of route segments; and The vehicle is caused to receive an amount of electrical energy from the electrical port along a first route segment of the plurality of route segments, the amount of electrical energy being dependent on a second route segment of the plurality of route segments.

6. The system according to claim 5, wherein: The controller is configured to: The amount of electrical energy is determined based on a speed at which the vehicle traverses the first route segment, the speed being dependent on the second route segment in the route.

7. The system according to claim 5, wherein: The controller is configured to: The amount of electrical energy is determined based on a portion of the amount of electrical energy provided to an energy storage device configured to provide the electrical energy to a traction motor during the second route segment in the route.

8. The system of claim 5, wherein: the vehicle comprising a traction motor for generating the electrical energy via regenerative braking while descending a grade along the second route segment; and The controller is configured to determine the amount of electrical energy based on the regenerative braking for the grade.

9. The system of claim 1, wherein: The energy conversion device is configured to generate the electrical energy from a fuel source; and The controller is configured to: receiving instructions on emission targets; receiving an indication of an emission output and an amount of electrical energy corresponding to the fuel source; and The amount of electrical energy is determined based on the emissions target and the emissions output.

10. A method for vehicle propulsion, comprising: receiving electrical energy at an electrical port of the vehicle from a conductive element external to the vehicle as the vehicle traverses a route based on a control signal generated by a controller; and A first consumption rate of the first fuel is determined by the controller based on: an energy demand of an energy conversion device of the vehicle, the energy conversion device being configured to receive the first fuel and the second fuel; the amount of said electrical energy; and A second consumption rate of the second fuel.

11. The method of claim 10, further comprising determining, by the controller, the first consumption rate based on: Emission targets; a first emissions output for the first fuel; and A second emissions output for the second fuel.

12. The method according to claim 10, further comprising: determining, by the controller, a source of the electrical energy; determining, by the controller, an emissions output associated with the electrical energy based on the source; and The first consumption rate is determined by the controller based on the emissions output.

13. The method according to claim 10, further comprising: receiving, by the controller, a plurality of route segments of the route; and When the vehicle traverses a first route segment of the plurality of route segments, the amount of electrical energy is adjusted by the controller based on a predicted load demand of the vehicle during traversal of a second route segment of the plurality of route segments.

14. The method according to claim 13, further comprising: assigning, by the controller, a first portion of an emissions target to the first route segment; assigning, by the controller, a second portion of the emissions target to the second route segment; and The amount of the electrical energy that satisfies the emissions target is determined by the controller, wherein: said first portion of said emission target not meeting said emission target; said second portion of said emissions target satisfies said emissions target; and A combination of the first portion and the second portion meets the emissions target.

15. The method according to claim 10, further comprising: A speed of the vehicle is determined by the controller based on the amount of electrical energy.

16. The method according to claim 10, further comprising: The amount of electrical energy is determined by the controller based on a speed of the vehicle.

17. A means of transport, comprising: an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route of the vehicle; an energy conversion device configured to receive a first fuel; and A controller, the controller being configured to: A first consumption rate of the first fuel is determined based on an energy requirement of the energy conversion device and the amount of electrical energy.

18. The vehicle according to claim 17, wherein: The controller is also configured to: determining the first consumption rate of the first fuel based on a second consumption rate of a second fuel of the energy conversion device; and The first consumption rate and the second consumption rate are determined based on an emissions target for the vehicle.

19. The vehicle according to claim 18, wherein: The controller is configured to determine: a first emission output for the first fuel; a second emissions output for the second fuel; and A third emissions output for the electrical energy, wherein a sum of the first emissions output, the second emissions output, and the third emissions output does not exceed the emissions target.

20. The vehicle according to claim 18, wherein: The controller is configured to: An objective function is performed to determine the first consumption rate and the second consumption rate based on: the emissions targets; a first emission output for the first fuel; a second emissions output for the second fuel; and An operating parameter that is positively correlated with the overall emissions output of the vehicle.

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