Power transmission control system and method

Abstract

A power transfer control system and method includes obtaining charging characteristics for a plurality of different charging options for charging an energy storage module onboard a vehicle system. The charging characteristic may include an energy efficiency factor of the charging option and a usage constraint of the charging option. The system and method may determine a charging plan for simultaneous implementation while the vehicle system travels on one or more routes based on the charging characteristics and the route information. The charging plan may specify that the energy storage module is charged via different charging options along different segments of one or more routes. The system and method may generate a control signal based on the charging plan.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 403,059, filed on September 1, 2022, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The subject matter described herein relates to an energy storage module that transfers electrical power to a vehicle system, wherein the electrical power stored in the energy storage module can be used to power propulsion of the vehicle system. Background Art

[0004] Some vehicle systems are hybrid systems that include at least one fuel-consuming internal combustion engine and at least one energy storage module. Both types of power sources can be used to power the propulsion of the hybrid vehicle system. For example, when a sufficient amount of electrical energy (e.g., an amount of charge) is stored in the energy storage module, the vehicle controller of the hybrid vehicle system can selectively supply some of the electrical energy from the energy storage module to one or more traction motors of the vehicle system, which convert the electrical energy into mechanical energy, which rotates one or more wheels to propel the vehicle system along the route. The vehicle controller can control which power source is used to power the propulsion at different times and / or locations during the journey of the hybrid vehicle system, and optionally, two power sources can be used to provide power simultaneously for a period of time. The energy storage module is typically rechargeable and must be charged periodically to continue intermittent operation. The vehicle controller can implement regenerative braking or dynamic braking while the hybrid vehicle system is traveling along the route to utilize energy to recharge the energy storage module.

[0005] Hybrid vehicle systems provide opportunities for mobility optimization planning to achieve or improve one or more goals for a given trip of a vehicle system while adhering to a trip plan. These goals may include: improved fuel efficiency in completing the trip (e.g., reduced fuel consumption), reduced noise, reduced travel time, reduced wear on vehicle equipment, and / or more stable vehicle speed (e.g., reduced acceleration and deceleration), etc. For example, a control system may generate a trip plan that specifies: a first set of times during which an internal combustion engine provides power for propulsion of the vehicle system along a route; a second set of times during which an energy storage module provides power for propulsion of the vehicle system; and a third set of times during which the energy storage module is recharged via dynamic braking.

[0006] Control systems that control the distribution of power between power sources of a hybrid vehicle system typically only consider dynamic braking as a means of charging the energy storage module. In addition to dynamic braking, known control systems fail to consider or analyze charging options. Some of the other charging options may require the installation of additional equipment and / or infrastructure. However, the fuel savings and / or other benefits brought by these charging options may justify the cost of installation. In addition, known control systems may not consider how different charging options affect the service life of the energy storage module. For example, using a variety of different charging options to charge the battery pack loaded on the vehicle system during the trip and / or using at least one charging option other than dynamic braking may result in less degradation of the battery pack compared to using only dynamic braking. Regardless of whether the fuel consumed during the trip is less than when only dynamic braking is used, the lower the battery degradation, the longer the battery life, which saves costs by delaying the replacement of the battery pack.

[0007] It may be desirable to have a system and method that is different from those currently available. Summary of the invention

[0008] In one or more embodiments, a power transmission control system is provided, which may include one or more processors configured to obtain charging characteristics of multiple different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include an energy efficiency factor of the charging option and a usage constraint of the charging option. The one or more processors may determine a charging plan to be implemented while the vehicle system is traveling on one or more routes based on route information of the one or more routes and the charging characteristics. The charging plan may specify: charging the energy storage module via a first charging option in the charging options along a first section of one or more routes, and charging the energy storage module via a second charging option in the charging options along a different second section of the one or more routes. The one or more processors may generate a control signal based on the charging plan.

[0009] In one or more embodiments, a power transmission control system is provided, which may include one or more processors configured to obtain charging characteristics of multiple different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include an energy efficiency factor of the charging option and a usage constraint of the charging option. The one or more processors may determine a set of multiple charging plans based on route information of one or more routes and the charging characteristics. Each of the charging plans in the group may include different configurations of one or more of the charging options for the vehicle system to use for charging the energy storage module while traveling on the one or more routes. The one or more processors may determine the consumption value of each of the charging plans in the group, and may be based on an analysis of the consumption value of the charging plan in the group or: (i) select the first charging plan in the group, or (ii) generate a revised charging plan that is not in the group. The one or more processors may generate a control signal for the vehicle system to implement the first charging plan or the revised charging plan during the trip of the vehicle system.

[0010] In one or more embodiments, a method is provided, which may include: obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include an energy efficiency factor of the charging option and a usage constraint of the charging option. The method may include: determining, via one or more processors, a charging plan to be implemented while the vehicle system is traveling on one or more routes based on route information of the one or more routes and the charging characteristics. The charging plan may specify: charging the energy storage module via a first charging option in the charging options along a first section of the one or more routes, and charging the energy storage module via a second charging option in the charging options along a different second section of the one or more routes. The method may include: generating a control signal based on the charging plan.

[0011] In one or more embodiments, a method is provided, which may include obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include an energy efficiency factor of the charging option and a usage constraint of the charging option. The method may include determining a set of multiple charging plans via one or more processors based on route information of one or more routes and the charging characteristics. Each of the charging plans in the group may include a different configuration of one or more of the charging options for the vehicle system to use for charging the energy storage module while traveling on the one or more routes. The method may include determining a consumption value for each of the charging plans in the group, and performing one of the following steps based on an analysis of the consumption values ​​of the charging plans in the group: (i) selecting a first charging plan in the group, or (ii) determining a revised charging plan that is not in the group. The method may include generating a control signal for the vehicle system to implement the first charging plan or the revised charging plan during the trip of the vehicle system. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The subject matter of the present invention may be understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which:

[0013] Figure 1 A power transmission system including a vehicle system, an external power supply system, and an off-vehicle transmission line according to an embodiment is illustrated;

[0014] Figure 2 A vehicle system having a hybrid fleet (e.g., hybrid fleet / propulsion / powertrain / system) according to an embodiment is illustrated;

[0015] Figure 3 is a block diagram of a power transmission control system according to an embodiment;

[0016] Figure 4 is a diagram showing a system of vehicles on a route according to an embodiment; and

[0017] Figure 5 is a flow chart of a method of controlling the transfer of power to an energy storage module on a vehicle system along one or more routes, according to an embodiment. DETAILED DESCRIPTION

[0018] Embodiments of the subject matter described herein relate to a power transmission control system that evaluates a variety of different charging options for charging an energy storage module loaded on a vehicle system. The power transmission control system can explore the energy efficiency improvement obtained and / or the extension of the life of the energy storage module, which may be attributed to: implementing one or more charging options instead of dynamic braking, or implementing one or more charging options in addition to dynamic braking. The power transmission control system can also consider route information to select the corresponding time and / or location when starting each charging operation along one or more routes. Based on the analysis of different charging options and route information, the power transmission control system can determine a charging plan for the vehicle system to be implemented while traveling on one or more routes. The charging plan can specify a specific type of charging option and the location and / or time when each charging option is started. The charging plan can be communicated to a vehicle controller device and / or a human operator for controlling the charging of the energy storage module loaded on the vehicle system according to the charging plan.

[0019] The vehicle system described herein may be a hybrid vehicle because the electrical energy stored in the energy storage module can be used to power the movement of the vehicle system. For example, at a given moment, the propulsion of the vehicle system may be powered by one or more internal combustion engines and / or one or more energy storage modules. The energy storage module may provide power for propulsion by supplying electricity from the energy storage module to one or more traction motors mechanically connected to the axles and / or wheels of the vehicle. The traction motor generates torque that rotates the wheels and propels the vehicle system along a route.

[0020] The power transmission control system can enable a vehicle system that is charged during a trip according to a charging plan generated by the control system to meet or exceed certain driving goals. Driving goals may include, among others, reducing fuel consumption of the vehicle system, improving energy efficiency, and / or limiting equipment wear (including degradation of energy storage modules). These goals can be compared with a baseline movement plan (e.g., charging only via dynamic braking). In particular, the baseline movement plan can be charged as long as dynamic braking is available and the power level of the energy storage module is lower than a specified level. The power transmission control system can operate based on the premise that fuel savings and / or other benefits can be achieved by selectively charging the energy storage module (e.g., charging the energy storage module at a determined time and / or location). The control system can charge the energy storage module when the potential for fuel savings along the upcoming route segment is high. For example, supplying power from the energy storage module to the traction motor to supplement the traction provided by the internal combustion engine while the vehicle system is traveling along a slope can save fuel and provide a power boost, which enables the vehicle system to cross the slope in a shorter time (relative to the propulsion provided by the internal combustion engine alone).

[0021] The power transmission control system may be used for intended purposes, such as evaluating whether it would be beneficial (particularly from a cost perspective) to invest in charging infrastructure along one or more routes. For example, one of the charging options considered may be an off-board transmission line, such as a catenary, third rail, or induction coil, that supplies power to the vehicle systems from an off-board, external power supply system. The power transmission control system is a tool that can help a user understand beneficial charging options that are specific to a particular use application (e.g., type of vehicle system, routes traveled during a trip, etc.).

[0022] The vehicle system according to one or more embodiments is a rail vehicle system such as a train, but not all embodiments are limited to rail vehicle systems. Unless expressly denied or otherwise stated, the subject matter of the invention described herein extends to other types of vehicles, such as buses, trucks (with or without trailers), cars, mining vehicles, agricultural vehicles, or other off-road vehicles. The vehicles described herein (rail vehicles or other vehicles that do not travel on rails or tracks) can be part of a single vehicle system or a vehicle system of multiple vehicles. With respect to the vehicle system, the vehicles in the vehicle system can be mechanically coupled to each other (e.g., through a coupling). For example, the hybrid vehicle fleet described herein can include at least: a first propulsion generation vehicle and a second propulsion generation vehicle that are directly or indirectly coupled together. In some embodiments, the first propulsion generation vehicle and the second propulsion generation vehicle can be rail vehicles, and in other embodiments can be non-rail vehicles. The term hybrid vehicle fleet as used herein is not limited to railway applications, and can refer to hybrid vehicle formations, propulsion systems, and / or power systems, etc. Optionally, a conductive transmission line can extend from the first vehicle to the second vehicle. In alternative embodiments, the vehicles in the vehicle system can be logically coupled, but not mechanically coupled. For example, vehicles may be logically coupled, but not mechanically coupled, when discrete vehicles communicate with each other to coordinate the movement of the vehicles with each other so that the vehicles travel together (eg, as a convoy).

[0023] The power transmission control system may be a computer-based model having one or more functions whose parameters are reconfigured based on different charging options. The model may be continuously and smoothly integrated into the trip planning software. The power transmission control system may be part of an energy management system for planning and controlling the operation of vehicle systems. For example, the power transmission control system may be integrated into Wabtec's Trip Optimizer TM In. TripOptimizer TMA trip plan may be generated for a vehicle system to travel along a route to a destination. The trip plan may specify traction and braking settings implemented by the vehicle system at different times and locations during a particular trip of the vehicle system, which is intended to achieve or exceed one or more goals, such as improved fuel efficiency, reduced noise, or travel at a more consistent speed relative to travel according to different control settings. A charging plan generated by a powertrain control system may be incorporated into the trip plan.

[0024] The charging option is a different mechanism for supplying power to the energy storage module to increase the charge level (e.g., the electrical energy stored in the energy storage module). One charging option is regenerative braking or dynamic braking, which is referred to herein as dynamic braking. Dynamic braking uses one or more traction motors loaded on the vehicle system as a generator, thereby converting the kinetic energy of the moving vehicle system into electrical energy delivered to the energy storage module. Another charging option is referred to herein as in-vehicle transmission line charging. In-vehicle transmission line charging uses a conductive path loaded on the vehicle of the vehicle system to transmit electrical energy from a generator powered by an internal combustion engine to the energy storage module. The generator can be mechanically connected to the internal combustion engine via a connecting rod mechanism. The energy storage module, the generator, the internal combustion engine, and the conductive path can all be arranged on a common vehicle of the vehicle system, which can be referred to as a first vehicle. Typically, the internal combustion engine provides vehicle propulsion by providing power to the generator, and the generator supplies electrical energy that powers one or more traction motors connected to the wheels of the vehicle. When activated, the in-vehicle transmission line charging option can selectively siphon at least some of the electrical energy from the generator through the in-vehicle transmission line to the energy storage module for charging the energy storage module. The in-vehicle transmission line can include: one or more wires, cables and / or switch devices that define a conductive path between the generator and the energy storage module.

[0025] Figure 1 A power transmission system 100 according to an embodiment is illustrated, which includes a vehicle system 102, an external power supply system 104, and an off-vehicle transmission line 106. The power transmission system provides another charging option. The off-vehicle transmission line supplies power to the vehicle system from the external power supply system. The off-vehicle transmission line may be a contact network, an electric third rail, or the like. The vehicle system may include: a collector shoe 108 mounted to a body 110 of the vehicle system. The collector shoe may be a component of a pantograph. The collector shoe includes an electrical conductor that can be physically and electrically connected to the off-vehicle transmission line to establish a conductive path between the external power supply system and the vehicle system. Loaded on the vehicle system, the collector shoe can be electrically connected to an energy storage module 112 arranged on the vehicle system via a conductive path.

[0026] The energy storage module stores electrical energy. The energy storage module may include a battery pack. The battery pack may have a plurality of battery cells. The battery cells may be lithium-ion batteries, nickel-manganese-cobalt batteries, nickel-metal hydride batteries, lithium-sulfur batteries, and / or lead-acid batteries, etc. The battery chemistry may be based on the desired characteristics of the energy storage module in a specific application. The battery cells may be electrically connected in series and / or in parallel. Optionally, the energy storage module may include one or more other devices in addition to the battery cells as a substitute or supplement to the battery cells. Other devices may include capacitors, and / or flywheel energy storage devices, etc. The energy storage modules mentioned herein include: various ways in which batteries or other subcomponents are assembled together within the module, such as series connection and string connection.

[0027] During the charging operation, power from the external power supply system can be delivered to the energy storage module through the off-board transmission line through the collector shoe. The external power supply system may include: a trackside energy storage device, and / or a trackside system connected to the power grid, etc. The off-board transmission line may extend along a section of route 114, and the collector shoe may receive power from the off-board transmission line when the vehicle system travels along the section of the route. In another aspect, the off-board transmission line may be close to a single discrete location along the route, so that the vehicle system is charged by stopping and remaining stationary at the location during the charging operation. For example, the external power supply system may include a pantograph that defines a portion of the off-board transmission line and contacts the collector shoe of the vehicle system.

[0028] One or more charging options may be applicable to a hybrid fleet (eg, a train).A hybrid fleet may include at least two propulsion generating vehicles of a vehicle system that are mechanically coupled together directly or indirectly through one or more intermediate vehicles of the vehicle system. Figure 2 A vehicle system 200 having a hybrid fleet according to an embodiment is illustrated. The hybrid fleet can be a hybrid consist, propulsion system, and / or powertrain, and is not limited to railroad applications. The vehicle system includes a first propulsion generating vehicle 202 and a second propulsion generating vehicle 204. The two vehicles are mechanically coupled by a coupling 206. Each of the propulsion generating vehicles can include: a respective propulsion system for generating tractive force to propel the vehicle system. In one example, the first propulsion generating vehicle of the hybrid fleet includes an energy storage module 208, and the second propulsion generating vehicle of the hybrid fleet includes a fuel consuming internal combustion engine 210.

[0029] One or more charging options can charge the energy storage module arranged on the first vehicle based on the operation of the internal combustion engine loaded on the second vehicle. For example, the propulsion system loaded on the second vehicle can be used as a power source for charging the energy storage module loaded on the first vehicle. An example charging option uses a workshop transmission line 212 extending from the second propulsion generation vehicle to the first propulsion generation vehicle. This charging option is called a workshop transmission line. The workshop transmission line can be electrically connected to a generator 214 arranged on the second vehicle. The generator is mechanically connected to the internal combustion engine. Optionally, the generator can be an AC generator that converts mechanical energy into alternating current. The generator and the internal combustion engine can be a generator set (e.g., a generator set (genset)). Some of the electricity output from the generator can be selectively transmitted along the workshop transmission line to the first propulsion generation vehicle, where the electricity is directed to the energy storage module for charging. The workshop transmission line may include one or more cables and / or wires. The workshop transmission line may be a high-voltage line. The rated voltage of the high-voltage line can be used to handle electricity exceeding 2kV.

[0030] Another charging option that can be used for a hybrid vehicle fleet is referred to herein as a group drag. Group drag charges the energy storage module mounted on a first propulsion generation vehicle by operating the propulsion system mounted on a second vehicle in electric mode. The second vehicle generates traction for propulsion of the vehicle system while operating the propulsion system of the first vehicle in dynamic braking mode. As described above, in dynamic braking mode, one or more traction motors 216 of the first vehicle operate as generators to convert kinetic energy into electrical energy that is delivered to the energy storage module. In essence, the traction provided by the second vehicle of the vehicle system is used to charge the energy storage module on the first vehicle of the vehicle system. During the charging operation, the first vehicle in dynamic braking mode can be towed or pushed by the second vehicle in motor drive mode. Optionally, group drag can include: more than two propulsion generation vehicles of a common vehicle system. For example, two vehicles in motor drive mode can push and / or drag a third vehicle in dynamic braking mode, thereby charging the energy storage module on the third vehicle. Similarly, one vehicle in motor drive mode can push and / or drag a second vehicle and a third vehicle in dynamic braking mode, thereby charging the energy storage modules on the second vehicle and the third vehicle. Even if Figure 2 Even if the workshop transmission line shown in does not exist, group dragging can also be performed because the mechanical energy used to generate electrical energy is transmitted via the coupling.

[0031] At least some of the charging options may have different power sources for supplying power for charging an energy storage module mounted on a first vehicle of the vehicle system. For example, an in-vehicle transmission line charging option uses a generator mounted on the first vehicle as a power source. The generator is powered by the internal combustion engine of the first vehicle. The power source for the dynamic braking charging option may be one or more traction motors mounted on the first vehicle in a dynamic braking operating mode. The power source associated with the workshop transmission line may be a generator (e.g., a second generator) disposed on a second propulsion generating vehicle of the vehicle system. The second generator is powered by the internal combustion engine of the second vehicle. The power source associated with the off-vehicle transmission line is an external power supply system disposed outside the vehicle system.

[0032] One or more embodiments may consider one or more different charging options for charging the onboard energy storage module during travel. Examples of additional charging options may include: solar charging via onboard photovoltaic cells, wind charging, and / or fuel cell charging, etc.

[0033] The charging options have different charging characteristics. The charging characteristics may include an energy efficiency factor and a usage constraint. The energy efficiency factor of each charging option is a value representing the energy efficiency of the charging option. For example, the energy efficiency factor may represent a measure of the output of electricity charged to the energy storage module via the charging option relative to the input of energy. Alternatively, the energy efficiency factor may represent the fuel displacement attributed to the charging option. For example, using dynamic braking to charge the energy storage module and then using the stored energy to power the propulsion of the vehicle system can save a first amount of fuel by limiting the amount of fuel consumed by the internal combustion engine. Using another charging option (e.g., an off-board transmission line) to charge the energy storage module and then using the stored energy to power the propulsion of the vehicle system can save a second amount of fuel by limiting the fuel consumed by the internal combustion engine. The change in the amount of fuel consumed can be attributed to various factors, such as the energy efficiency of the charging option, the weight of the charging equipment and / or the fuel carried by the vehicle system, and / or the mobility characteristics of the vehicle system, etc. The power transmission control system can use the energy efficiency factor as a constant and / or weighting / scaling factor in one or more functions or models and / or neural networks.

[0034] As an example, the efficiency factor of the off-board transmission line charging option can be greater (e.g., more efficient) than the efficiency factor of the in-train transmission line charging option because fuel is carried and consumed by the vehicle system to charge the energy storage module in the in-train transmission line charging option. Using the off-board transmission line charging option to charge the energy storage module, the vehicle system can be lighter and consume less fuel. In another example, the efficiency factor of the in-train transmission line charging option can be greater than the efficiency factor of the marshaling hauling charging option because transmitting electricity through a transmission line can be more efficient than converting electrical energy to mechanical energy through traction motors and other mechanical components and then using more traction motors and other mechanical components to convert the mechanical energy back to electrical energy.

[0035] The usage constraints of the charging characteristics represent restrictions on the use of the charging options. The usage constraints may include: infrastructure along the route, equipment loaded on the vehicle system, and other conditions required to utilize each corresponding charging option. In addition to hardware constraints, the utilization of charging options may be constrained by time constraints, weather constraints, and / or mobile characteristics of the vehicle system. Time constraints may include: time variations in charging costs from external sources. Consider the usage constraints because even if the first type of charging option can be more energy-efficient than the second type of charging option, if the first charging option is not available to charge the energy storage module when the energy storage module needs to be charged and / or the first charging option is much more expensive than the second charging option, then the energy efficiency is meaningless. As an example, an off-board transmission line may be more energy-efficient than one or more other charging options, but the charging option requires a large amount of infrastructure along the route (in the form of transmission lines and external power supply systems) and equipment loaded on the vehicle system (in the form of collector shoes). The off-board transmission line may be available only in a few selected sections of the route traversed by the vehicle system. Due to the lack of infrastructure and / or weak power grids, the vehicle system cannot charge the energy storage module via the off-board transmission line outside these route sections.

[0036] With respect to the dynamic braking charging option, one usage constraint is that the vehicle system needs to brake (e.g., in a dynamic braking mode) in order to charge the energy storage system. The dynamic braking charging option can be used for a vehicle system with only a single vehicle, but cannot be used when the vehicle is in a motor drive mode that provides traction to propel the vehicle. A usage constraint unique to the in-vehicle transmission line charging option is the installation of hardware (e.g., conductive cables, switchgear, and other circuits) for selectively delivering power from a generator (e.g., a genset) to the energy storage module.

[0037] Both the inter-vehicle transmission line charging option and the marshaling drag charging option require: a hybrid fleet including two propulsion generation vehicles. Vehicle systems with only one propulsion generation vehicle cannot use any of these charging options to charge the onboard energy storage module. An additional usage constraint unique to the inter-vehicle transmission line charging option is the installation of a transmission line (e.g., cable) extending from the energy storage module on the first vehicle of the hybrid fleet to the generator on the second vehicle and the circuitry to control the power passing through the transmission line.

[0038] Figure 3 is a block diagram of a power transmission control system 300 according to an embodiment. The power transmission control system includes a charging controller 302 (eg, a charging control unit or a control circuit). The power transmission control system may also include: a communication device 304, an input / output device 306 and / or a vehicle controller 308. Figure 3 The power transmission timing system in can be arranged on the vehicle system, such as Figure 1 The vehicle systems shown in or Figure 2 The power transmission control system may interact directly or indirectly with one or more additional components (e.g., propulsion system 320, charging device 322, switch device 324, energy storage module 318, and / or sensor 326) loaded on the vehicle system.

[0039] The charging controller includes one or more processors 310. The charging controller refers to one or more processors that perform some or all of the operations described herein to analyze charging options and generate a charging plan that specifies how, when and / or where to charge the energy storage modules loaded on the vehicle system and the supplementary actions performed based on the generated charging plan. The charging controller is also referred to as the controller in this document. The controller can be operably connected to other components of the power transmission control system via wired and / or wireless communication links to allow information to be transmitted in the form of signals. For example, the controller can generate control signals that are transmitted to other components to control the operation of these components. The power transmission control system can have Figure 3 In an alternative embodiment, the power transmission control system may lack Figure 3 One or more of the components shown in .

[0040] The controller represents: a hardware circuit including one or more processors 310 (e.g., one or more microprocessors, integrated circuits, microcontrollers, field programmable gate arrays, etc.). The controller may represent: one or more control units or devices that are operably connected to perform the operations described herein. In one embodiment, one or more processors may be arranged in a single unitary control unit (e.g., a single piece of hardware device). In another embodiment, the controller may include: multiple processors distributed among multiple different hardware devices (e.g., computers, servers, mobile devices, integrated vehicle devices, etc.), which communicate with each other to perform the functions described herein related to the charging controller.

[0041] The controller includes and / or is connected to a tangible and non-transitory computer-readable storage medium (e.g., a data storage device), which is referred to herein as memory 312. The memory may store program instructions (e.g., software) executed by one or more processors to perform the operations described herein. The program instructions may include: one or more algorithms used by one or more processors to analyze charging characteristics and route information that affect the ability and efficiency of charging the energy storage device. The program instructions may provide: functions, models, and / or neural networks for generating charging plans, and optionally comparing multiple different charging plans or modifying charging plans. The program instructions may also specify: actions performed by one or more processors. One action may be: sending a message to notify the operator of the vehicle system of the recommended charging plan and / or the recommended charging infrastructure and / or equipment to be installed. Another action may be: communicating a control signal to the vehicle controller to automatically control the operation of the vehicle system according to the charging plan.

[0042] The memory may store additional information used by the controller. For example, the memory may include: a database 314 for storing charging characteristics about different charging options; a database 317 including route information about one or more routes that the vehicle system may travel; and / or one or more charging plans generated by the controller (or at least obtained by the controller). For example, after generating a set of charging plans, the controller may store the set at least temporarily in the memory in order to analyze the charging plan. The route information may include: a map of routes that may be traveled by the vehicle system, the route map including one or more routes associated with a scheduled trip for the vehicle system. The route information may also include: grade information about the route (e.g., the location of hills) and the type and location of charging infrastructure along the route. Optionally, the memory may store applications, such as various application program interfaces (APIs) linked to a cloud-hosted server via a communication device, for accessing information from a remote storage device (e.g., a server).

[0043] The communication device represents a hardware circuit that can transmit electrical signals via a wireless communication path and / or a wired conductive path. The communication device may include: a transceiver circuit for wireless communication, one or more antennas, etc. The communication device can communicate directly with a client computer device (e.g., a smart phone, a tablet computer, a laptop computer, etc.) of an operator of the vehicle system, or can communicate indirectly via a cellular base station, a modem, and / or a router, etc. For example, a controller can control the communication device to send a message to the operator's client computer device. The message may include one or more charging plans generated by the controller. The charging plan may indicate control settings for the vehicle system to implement along one or more routes to charge the energy storage module.

[0044] Input / output (I / O) devices allow an operator to receive information from a controller and, optionally, interact with a power transmission control system by submitting user input. The I / O device may include one or more input devices that are designed to generate user command signals (e.g., selections) based on user operations. For example, the input device may include or represent a touch-sensitive screen or touch-sensitive pad, a mouse, a keyboard, a joystick, a switch, a microphone, and / or physical buttons, etc. The I / O device may include a display device having a display screen that presents graphic indicia, such as text and symbols, for viewing by a user. The controller may notify the operator of the charging plan by displaying a message on a screen of the display device. Optionally, the I / O device may include an audio speaker, and / or one or more signal lights, etc., for notifying and / or conveying information to the operator.

[0045] The selective charging of the energy storage module can be achieved by activating one or more switching devices. The switching device can provide and disconnect (e.g., block) a conductive path between the energy storage module and other components to establish one or more of the charging options. For example, one or more switching devices can be activated to conductively connect the charging device loaded on the vehicle system to the energy storage module. The charging device may include a collector shoe (e.g., a pantograph) or a workshop transmission line. In another example, one or more switching devices can be activated to conductively connect the propulsion system (e.g., its generator) to the energy storage module for establishing an in-vehicle transmission line charging option. In addition, the switching device can be used to switch the mode of the vehicle system, such as selecting between a dynamic braking mode and a motor drive mode of operation. The switching device may include an electromechanical device, such as a relay and / or a contactor. Optionally, the switching device may include a solid-state switch, such as a field effect transistor (e.g., a metal oxide semiconductor field effect transistor (MOSFET)), and an insulated gate bipolar transistor (IGBT), etc. The switching device is connected to the controller via a wireless or wired communication path and is activated via an electrical signal (e.g., whether there is an applied voltage).

[0046] Once the charging plan is generated, a vehicle controller and / or a human operator of the vehicle system may rely on one or more sensors to monitor the movement of the vehicle system and implement the charging plan. For example, the sensors may include: a location determination sensor such as a GPS receiver that allows the vehicle controller to track the progress of the vehicle system along the route. Once the vehicle system reaches a designated location where the energy storage module is to be charged according to the charging plan, the vehicle controller may generate one or more control signals to activate the appropriate switch device to charge the energy storage module via one of the charging options.

[0047] In one or more embodiments, a controller (e.g., a charging controller) obtains charging characteristics for a plurality of different charging options for charging an energy storage module mounted on a vehicle system. The charging characteristics may include an energy efficiency factor of the charging option and a usage constraint of the charging option. Optionally, the charging characteristics may be stored in a memory of the controller. One or more processors of the controller may obtain the charging characteristics by accessing the memory. Alternatively, the controller may obtain the charging characteristics from a remote storage device (e.g., a server) via a communication device and / or a network connection.

[0048] The controller can obtain route information specific to one or more routes that the vehicle system may travel. The route can be associated with one or more scheduled trips of the vehicle system. Each route can represent a street on which the vehicle system travels, or a set of tracks, etc. The scheduled trip may require the vehicle system to travel along multiple routes to reach the destination. Route information may include: charging infrastructure that can be used to charge the energy storage module, such as the location and type of any off-board transmission line (e.g., contact network, induction coil, electrified third rail, etc.). For example, route information can identify a first group of one or more sections along the route that include an off-board transmission line (or a second group of one or more sections that do not include any off-board transmission line). Information about whether an off-board transmission line exists can constitute a usage constraint on the off-board transmission line charging operation.

[0049] Optionally, the controller can obtain vehicle information specific to the vehicle system. The vehicle information may include information about the energy storage module, such as charging capacity, charging threshold, and / or service life. The vehicle information may also include information about the charging equipment loaded on the vehicle system, such as whether there are any workshop transmission lines, hybrid fleets, collector shoes, pantographs, and / or in-vehicle transmission lines. Information about whether there is an on-board charging device may constitute a usage constraint for one or more operations in the charging operation. For example, if the workshop transmission line does not exist and is not installed, the workshop transmission line charging option is not available. Charging characteristics, route information, and / or vehicle information can be used as input to generate one or more charging plans.

[0050] The controller may determine a charging plan to be implemented while the vehicle system is traveling on one or more routes based on the charging characteristics, route information of one or more routes, and / or vehicle information. The charging plan may be an orderly plan that provides the time and / or location at which the energy storage module is charged along the route and the type of charging option for each charging operation. The charging plan may specify that the energy storage module is charged via a first charging option along a first section of one or more routes, and the energy storage module is charged via a second charging option along a different second section of one or more routes. The first section may be identified by the time passed during the trip or the location along the route. For example, according to the charging plan, when the vehicle controller (via a sensor) determines that the vehicle system has reached the first section, the vehicle controller may generate one or more control signals. The control signal generated by the vehicle controller may activate one or more of the switch devices to start the first charging option. The energy storage module may continue to charge until the energy storage module reaches a specified threshold charge level or the vehicle system exits the first section. At this point, the vehicle controller may activate the switch device to deactivate the first charging option. Upon determining that the vehicle system has reached the second segment of the route, the vehicle controller may follow a similar sequence, except that the vehicle system may activate one or more different switch devices to begin the second charging option. In an alternative embodiment, a charge controller (rather than a vehicle controller) that generates the charging plan may generate control signals that activate the switch devices and control the charging operation. Optionally, the charge controller may be integrated with the vehicle controller.

[0051] The first charging option and the second charging option may be two of the charging options described herein. The controller may generate a charging plan to select the first charging option and the second charging option based on the input. For example, the controller may determine that the first charging option is one of the energy-saving charging options available along the first section (if not the most energy-saving), and the first section is where the energy storage module should be charged in order to achieve fuel savings during the upcoming route section by promoting the propulsion of the vehicle system. If there is no off-board transmission line along the first section, the off-board transmission line charging option is not selected as the first charging option. Similarly, the controller may determine that the second charging option is one of the energy-saving charging options available along the second section (if not the most energy-saving), and the second section is immediately after the first section along the direction of travel of the vehicle system. The second charging option can be used to recharge the energy storage module after the intermediate section where the energy storage module powers the propulsion. The second section may also be a location where the energy storage module should be charged in order to achieve fuel savings during another section of the upcoming route by promoting the propulsion of the vehicle system. For example, the controller may not generate a charging plan to recharge the energy storage module unless the charging will be put into use in the short term. If the vehicle system is about to arrive at the destination of a trip and will not depart for a subsequent trip in the short term, there is no need to recharge the energy storage module because the charge may be wasted and the charging operation may unnecessarily degrade the performance of the energy storage module.

[0052] In one embodiment, the controller may generate a charging plan so that: the vehicle system travels along one or more routes with higher energy efficiency, lower fuel consumption, and / or lower cost per mile compared to a vehicle system that only uses dynamic braking to charge the energy storage module while traveling along the one or more routes. In the above example, dynamic braking may be selected as one of the charging options, but the other charging option may be a different charging option. The controller may select a charging option different from dynamic braking because the other charging option may be more energy-efficient than dynamic braking, may cause less wear (e.g., degradation) to vehicle components than dynamic braking, and / or may allow the vehicle system to charge the energy storage module without braking, which is a constraint on the use of dynamic braking. Optionally, in dynamic braking, neither the first charging option nor the second charging option is available. The charging plan may include: more than two charging options and / or more than two charging operations. For example, the charging plan may specify: a third charging operation along a third section of the route. The third charging operation may use the first charging option again, the second charging option again, or a different third charging option.

[0053] A first segment of one or more routes may represent a first portion of a predetermined trip for the vehicle system, and a second segment may represent a second portion of the predetermined trip. For example, while the vehicle system is traveling along the first segment, the vehicle system may charge the energy storage module according to a first charging option. After the first segment, the energy storage module may be controlled according to a charging plan and / or a discrete trip plan to power the propulsion of the vehicle system along subsequent segments of the trip. This may deplete the charge of the energy storage module, so a second charging option is used to recharge the energy storage module upon reaching the second segment of the trip. After recharging, the energy storage module may be controlled again to provide power for propulsion. This pattern may be repeated during the trip.

[0054] Figure 4 402 according to an embodiment. The above-mentioned charging plan can be generated by a controller to control the charging and discharging of the energy storage module loaded on the vehicle system while the vehicle system is traveling on the route of the driving direction 404. The vehicle system is shown traveling on the first section 406 of the route. The uphill or slope section 408 of the route is immediately after the first section. The downhill or downhill section 410 of the route is immediately after the uphill section. The controller identifies based on the route information identifying the uphill section that the energy storage module can be powered to provide propulsion assistance when the vehicle system travels along the uphill section. Therefore, the charging plan can specify that when the vehicle system travels along the first section, the energy storage module is charged according to the first charging option to ensure that the energy storage module has enough charge to provide enough assistance when reaching the uphill section. According to the constraints, the first charging option can represent or include: marshaling drag, workshop transmission line, workshop transmission line or vehicle external transmission line.

[0055] According to the charging plan, the downhill segment can represent the second segment. For example, the charging plan can specify that when the vehicle system is traveling downhill, the energy storage module is charged using the second charging option. Optionally, the second charging option can be dynamic braking, because the vehicle system may need to brake to maintain a set speed when going downhill. Recharging the energy storage module prepares the energy storage module to provide additional propulsion in subsequent trips to reduce fuel consumption.

[0056] In another example, a first segment of a route may represent a first predetermined trip for the vehicle system, and a second segment may represent a second, different predetermined trip for the vehicle system. During the first trip, the vehicle system may use only the first charging option. During the second trip, the vehicle system may use only the second charging option.

[0057] In one embodiment, the controller determines a plurality of charging plans and analyzes the charging plans. Each of the charging plans has a different configuration of one or more charging options for charging the energy storage module along the same one or more routes, so the charging plans are alternative. The configuration refers to the type of charging option used and the route segment where charging occurs. For example, the group may include a first charging plan that specifies a first charging option along a first segment of the route and a second charging option along a second segment. The group may also include a second charging plan that specifies a first charging option along a first segment and a second segment of the route (without using the second charging option). As previously described, the charging plan can perform any number of charging operations during the trip, not just twice. Optionally, one or more of the configurations are selected by the operator using an I / O device. For example, the operator may wish to compare specific charging options.

[0058] The controller may compare the charging plans to select one of the charging plans as a recommended charging plan. Alternatively, the controller may analyze the charging plans to determine a new, revised charging plan. For example, the controller may use a previous charging plan in an optimization function or model to select a configuration of a revised charging plan in an attempt to generate a more preferred charging plan.

[0059] In either case (e.g., selecting a charging plan from the group or generating a revised charging plan), the controller may analyze the charging plans by determining a consumption value for each of the charging plans in the group. Depending on the corresponding charging plan, the consumption value may represent: an estimated fuel consumption of the vehicle system during the trip, an estimated fuel savings of the vehicle system during the trip, an estimated battery life consumption of the vehicle system during the trip, an estimated driving time of the vehicle system during the trip, and / or estimated wear of vehicle equipment during the trip. If a first charging plan has a greater estimated fuel savings than a second charging plan, the controller may rank the first charging plan higher than the second charging plan during the analysis. For example, the controller may select the first charging plan instead of the second charging plan as the recommended charging plan, or may weight or rely on the first charging plan higher than the second charging plan to generate a revised charging plan.

[0060] In one embodiment, the controller may compare the consumption values ​​of the charging plans in the group and may select one of the charging plans as a recommended charging plan based on the consumption value. The recommended charging plan may have a consumption value that is more preferred (whether greater or lesser) than the consumption values ​​of all or at least some of the other charging plans in the group.

[0061] In another embodiment, the controller may generate a revised charging plan based on an analysis of the charging plan and its consumption values. The revised charging plan may be tailored to a more preferred charging plan in the group. The controller may continue this sequence for multiple iterations to focus or drill down on a more optimal charging plan than the initially generated charging plan. This process may be supervised by an operator and used to train an artificial neural network to generate the charging plan.

[0062] After selecting a recommended charging plan and / or generating a revised charging plan, the controller may generate a control signal for the vehicle system to implement the recommended charging plan or the revised charging plan. The recommended charging plan and the revised charging plan are generally referred to as output charging plans in the following paragraphs. The control signal may be transmitted to the vehicle controller to control the charging and discharging of the energy storage module along one or more routes according to the output charging plan. More generally, the charging plan may be used to control the movement of the vehicle system, as the discharge of the energy storage module may provide power for the propulsion of the vehicle system. More specifically, the vehicle controller may implement the output charging plan by selectively activating a switching device and / or other circuit to control the current flowing into and out of the energy storage module based on the progress of the vehicle system along the route according to the output charging plan.

[0063] Optionally, a control signal generated based on the output charging plan can control a communication device and / or an I / O device to send a message to an operator of the vehicle system. For example, the communication device can wirelessly transmit the message to the operator's client computer device (e.g., a smartphone). In another example, the control signal can cause the I / O device to display the message on a display screen. The message can identify and provide information about the output charging plan. Optionally, the message can include multiple output charging plans and enable the operator to select one of the charging plans to implement. Information about the charging plan may include: control settings for the vehicle system to charge the energy storage module along one or more routes during the trip according to the output charging plan. The information may also include: consumption values ​​associated with the charging plans in the group. The operator may be presented with the ability to select and approve the output charging plan. After approval, the vehicle controller can automatically implement the approved charging plan during the driving of the vehicle system. Optionally, a copy of the message can be sent to an on-board control system, such as a server.

[0064] In one embodiment, the output charging plan can be based on expected charging infrastructure that does not currently exist along one or more sections of one or more routes. For example, the operator can select the charging controller to ignore one or more usage constraints that currently exist in order to take into account the expected infrastructure. A specific example is to investigate charging plans involving off-board transmission lines (e.g., overhead lines, third rails, induction coils, etc.) along one or more sections where there is currently no infrastructure. The controller can compare this expected charging plan with other charging plans based on the available existing infrastructure to estimate the benefits achieved by installing new infrastructure. The controller can compare the benefits with the cost of the new infrastructure to generate recommendations for installing the expected charging infrastructure along one or more sections.

[0065] In another example, the powertrain control system can factor degradation of the energy storage modules into the estimated costs associated with replacing the energy storage modules at the end of their useful life. For example, cycling the battery pack through charging and discharging may slow the performance degradation of the battery pack over time. The control system can use the estimated cost of replacing the energy storage module and the estimated degradation attributable to each charging cycle to generate a cost-based value associated with each charging plan. The capital cost value of the energy storage device can be added to any infrastructure and / or equipment costs to accommodate the new charging options to determine the total cost. This cost reduces the cost savings from reduced fuel consumption. When comparing different charging plans and selecting a recommended plan and / or generating a revised plan, the control system can take these costs into account so that: the output plan is more cost-effective than all or at least some other charging plans, at least for a period of time.

[0066] Figure 5 FIG. 5 is a flow chart of a method 500 for controlling the transmission of power to an energy storage module mounted on a vehicle system along one or more routes according to an embodiment. The method may be performed in whole or in part by Figure 3 Optionally, the method may include: more steps than shown, fewer steps than shown, and / or more steps than shown. Figure 5 The different steps are shown in the figure.

[0067] In step 502, charging characteristics of a plurality of different charging options are obtained. The charging option is a technology for charging an energy storage module loaded on a vehicle system. The charging characteristics may include: an energy efficiency factor of the charging option and a usage constraint of the charging option.

[0068] At step 504, a set of multiple charging plans is determined based on the route information and charging characteristics of the one or more routes. Each of the charging plans in the set may include a different configuration of one or more charging options for the vehicle system to use to charge the energy storage module while traveling on the one or more routes.

[0069] At step 506, a consumption value is determined for each charging plan in the group. The consumption value for each charging plan represents, according to the respective charging plan: estimated fuel consumption of the vehicle system during the trip, estimated fuel savings of the vehicle system during the trip, estimated battery life consumption of the vehicle system during the trip, estimated travel time of the vehicle system during the trip, and / or estimated vehicle equipment wear during the trip.

[0070] At step 508, a first charging plan in the group is selected as a recommended charging plan, or a revised charging plan that is not in the group is determined. In either case, the selected or generated charging plan is based on an analysis of the consumption values ​​of the charging plans in the group. At step 510, a control signal is generated for the vehicle system to implement the first / recommended charging plan or the revised charging plan during the trip of the vehicle system.

[0071] In one or more embodiments, a power transmission control system is provided, which includes one or more processors configured to obtain charging characteristics of multiple different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include: energy efficiency factors of charging options and usage constraints of charging options. One or more processors may determine a charging plan for the vehicle system to be implemented while traveling on one or more routes based on route information and charging characteristics of one or more routes. The plan may specify: charging the energy storage module via a first charging option in the charging options along a first section of one or more routes, and charging the energy storage module via a second charging option in the charging options along a different second section of one or more routes. One or more processors may generate a control signal based on the charging plan.

[0072] Optionally, a control signal may be generated for transmission to a vehicle controller so that the vehicle controller controls charging of the energy storage module while the vehicle system is traveling along one or more routes. Optionally, a control signal may be generated to send a message to an operator of the vehicle system. The message may indicate a control setting for the vehicle system to implement along the one or more routes to charge the energy storage module. Optionally, a control signal may be generated to recommend at least one of a device to be installed on the vehicle system or an infrastructure to be installed along the one or more routes so that at least one of the charging options can be used to charge the energy storage module while the vehicle system is traveling along the one or more routes.

[0073] Optionally, a first segment in the one or more routes represents a first predetermined trip of the vehicle system, and a second segment in the one or more routes represents a second predetermined trip of the vehicle system. The charging plan may be a first charging plan determined by one or more processors. The one or more processors may determine a second charging plan that specifies charging the energy storage module only via the first charging option along the first segment and the second segment of the one or more routes. The one or more processors may generate a control signal to recommend one of the first charging plan or the second charging plan.

[0074] Optionally, the charging plan may be a first charging plan in a group of multiple charging plans determined by one or more processors. Each charging plan in the group may include: a different configuration of one or more charging options for charging the energy storage module while the vehicle system is traveling on one or more routes. The one or more processors may determine an estimated fuel savings for each charging plan in the group, and may select the first charging plan from the other charging plans in the group based on the first charging plan having a greater estimated fuel savings than the other charging plans.

[0075] The charging options may include at least two of: dynamic braking, marshaling drag, a vehicle transfer line, an in-vehicle transfer line, and an off-vehicle transfer line. One of the usage constraints associated with the off-vehicle transfer line may include identifying one or more sections of one or more routes with an existing off-vehicle transfer line and available for use by the vehicle system. The one or more processors may determine a charging plan to enable the vehicle system to travel along the one or more routes with higher energy efficiency, the higher energy efficiency being relative to the vehicle system traveling along the one or more routes and only using dynamic braking to charge the energy storage module.

[0076] Optionally, the energy storage module may be arranged to be loaded on a first vehicle of the vehicle system, and at least some of the charging options may have different power sources. The power source may include at least two of the following: (i) a generator, which is loaded on the first vehicle and powered by a first engine loaded on the first vehicle; (ii) one or more traction motors, which are loaded on the first vehicle and are in a dynamic braking operation mode; (iii) a second generator, which is loaded on a second vehicle of the vehicle system and powered by a second engine loaded on the second vehicle; and (iv) an external power supply system loaded outside the vehicle system. Optionally, the vehicle system may include: a first propulsion generating vehicle, which is mechanically coupled to a second propulsion generating vehicle. The energy storage module may be arranged to be loaded on the first propulsion generating vehicle, and at least one of the charging options may include: charging the energy storage module based on the operation of an internal combustion engine arranged to be loaded on the second propulsion generating vehicle.

[0077] Optionally, a sloped section of the one or more routes may be immediately after the first section and may be before the second section relative to the direction of travel of the vehicle system. The first charging option may include operating an internal combustion engine of the vehicle system using one or more of a train drag, a workshop transfer line, or an in-vehicle transfer line to charge the energy storage module. The first charging option may be performed on the energy storage module to have sufficient charge to power the propulsion of the vehicle system on the sloped section. The second section of the one or more routes may have a downhill slope, and the second charging option may be dynamic braking performed when the vehicle system is traveling along the downhill slope.

[0078] In one or more embodiments, the power transmission control system includes one or more processors configured to obtain charging characteristics of multiple different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include an energy efficiency factor of the charging option and a usage constraint of the charging option. One or more processors may determine a set of multiple charging plans based on route information and charging characteristics of one or more routes. Each charging plan in the group may include: different configurations of one or more charging options for the vehicle system to charge the energy storage module while traveling on one or more routes. One or more processors may determine a consumption value for each charging plan in the group, and perform one of the following steps based on an analysis of the consumption value of the charging plan in the group, namely: (i) selecting the first charging plan in the group or (ii) determining a revised charging plan that is not in the group. One or more processors may generate a control signal for the vehicle system to implement a first charging plan or a revised charging plan during the trip of the vehicle system.

[0079] Optionally, according to the corresponding charging plan, the consumption value used for each charging plan may represent one or more of: the estimated fuel consumption of the vehicle system during the trip, the estimated fuel saving of the vehicle system during the trip, the estimated battery life consumption of the vehicle system during the trip, the estimated driving time of the vehicle system during the trip, or the estimated vehicle equipment wear during the trip.

[0080] Optionally, the first charging plan or the revised charging plan may specify that the energy storage module is charged via a first charging option of the charging options along a first segment of the one or more routes during the trip, and the energy storage module is charged via a second charging option of the charging options along a different second segment of the one or more routes during the trip. Optionally, the vehicle system includes: a first propulsion generating vehicle that is mechanically coupled to a second propulsion generating vehicle. The energy storage module may be arranged to be loaded on the first propulsion generating vehicle, and at least one of the charging options may include: charging the energy storage module based on operation of an internal combustion engine arranged to be loaded on the second propulsion generating vehicle.

[0081] Optionally, a control signal may be transmitted to a vehicle controller to control the movement of the vehicle system along one or more routes according to the selected first charging plan or the determined revised charging plan. Optionally, a control signal may be generated to send a message to an operator of the vehicle system. The message may indicate control settings for the vehicle system to charge the energy storage module along one or more routes during the trip according to the selected first charging plan or the determined revised charging plan. Optionally, the selected first charging plan in the group or the determined revised charging plan may be based on expected charging infrastructure that does not currently exist along one or more sections of the one or more routes. The generated control signal may recommend the installation of the expected charging infrastructure along one or more sections.

[0082] Optionally, the charging options may include at least two of: dynamic braking, marshaling, a vehicle transfer line, an in-vehicle transfer line, and an out-vehicle transfer line. The one or more processors may select a first charging plan or determine a revised charging plan for the vehicle system to travel along one or more routes with higher energy efficiency relative to the vehicle system using only dynamic braking to charge the energy storage module.

[0083] Optionally, the energy storage module is arranged to be loaded on a first vehicle of the vehicle system, and at least some of the charging options may have different power sources. The power sources may include at least two of the following: (i) a generator loaded on the first vehicle and powered by a first engine loaded on the first vehicle; (ii) one or more traction motors loaded on the first vehicle in a dynamic braking operation mode; (iii) a second generator loaded on a second vehicle of the vehicle system and powered by a second engine loaded on the second vehicle; and (iv) an external power supply system loaded outside the vehicle system.

[0084] In one or more embodiments, a method for determining and implementing a charging plan includes: obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include: an energy efficiency factor of the charging option and a usage constraint of the charging option. The method may include: determining, via one or more processors, a charging plan to be implemented while the vehicle system is traveling on one or more routes based on route information and charging characteristics of one or more routes. The charging plan may specify: charging the energy storage module via a first charging option in the charging options along a first section of one or more routes, and charging the energy storage module via a second charging option in the charging options along a different second section of one or more routes. The method may include: generating a control signal based on the charging plan.

[0085] Optionally, the method may include: transmitting a control signal to a vehicle controller for the vehicle controller to control charging of the energy storage module while the vehicle system is traveling along the one or more routes. Optionally, the control signal may be generated to send a message to an operator of the vehicle system. The message may indicate: control settings for the vehicle system to implement along the one or more routes to charge the energy storage module. Optionally, the control signal may be generated to recommend: at least one of a device to be installed on the vehicle system or infrastructure to be installed along the one or more routes so that the energy storage module can be charged using at least one of the charging options while the vehicle system is traveling along the one or more routes.

[0086] Optionally, the determined charging plan is a first charging plan, and the method may include determining a second charging plan that specifies charging the energy storage module only via the first charging option along a first segment and a second segment of the one or more routes. A control signal may be generated to recommend one of the first charging plan or the second charging plan to be implemented by the vehicle system along the one or more routes.

[0087] Optionally, the charging plan is a first charging plan in a group of multiple charging plans, and the method may include: determining other charging plans in the group for implementation while the vehicle system is traveling on one or more routes. Each charging plan in the group may have a different configuration of one or more of the charging options for charging the energy storage module while the vehicle system is traveling on the one or more routes. The method may include: determining an estimated fuel savings for each charging plan in the group, and selecting the first charging plan from the other charging plans in the group based on the first charging plan having a greater estimated fuel savings than one or more of the other charging plans.

[0088] Optionally, the charging options may include at least two of: dynamic braking, marshaling drag, workshop transfer line, in-vehicle transfer line, and external vehicle transfer line. Optionally, determining the charging plan may include: determining one or more of when, where, or how to charge the energy storage module so that the vehicle system travels along one or more routes with higher energy efficiency relative to the vehicle system that only uses dynamic braking to charge the energy storage module. Optionally, at least one of the first charging option or the second charging option may include: charging the energy storage module arranged on a first propulsion generation vehicle mounted on the vehicle system based on operation of an internal combustion engine arranged on a second propulsion generation vehicle mounted on the vehicle system.

[0089] Optionally, the energy storage module is arranged on a first vehicle of the vehicle system, and at least some of the charging options may have different power sources. The power sources may include at least two of the following: (i) a generator, which is mounted on the first vehicle and powered by a first engine on the first vehicle; (ii) one or more traction motors, which are mounted on the first vehicle and are in a dynamic braking operation mode; (iii) a second generator, which is mounted on a second vehicle of the vehicle system and powered by a second engine mounted on the second vehicle; and (iv) an external power supply system mounted outside the vehicle system.

[0090] Optionally, relative to the direction of travel of the vehicle system, a sloped section of one or more routes may be immediately after the first section and may be before the second section. The first charging option may include: operating the internal combustion engine of the vehicle system using one or more of a marshaling tow, a workshop transfer line, or an in-vehicle transfer line to charge the energy storage module. Generating a control signal may include: when the vehicle system is traveling along the first section, instructing the vehicle system to charge the energy storage module according to the first charging option so that the energy storage module has sufficient charge to power the propulsion of the vehicle system on the sloped section. Optionally, the second section of one or more routes may have a downhill slope, and generating a control signal may include: when the vehicle system is traveling along the downhill slope, instructing the vehicle system to charge the energy storage module according to a second charging option. The second charging option may be dynamic braking.

[0091] In one or more embodiments, a method for determining and implementing a charging plan may include obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system. The charging characteristics may include energy efficiency factors of the charging options and usage constraints of the charging options. The method may include determining a group of multiple charging plans via one or more processors based on route information and charging characteristics of one or more routes. Each charging plan in the group may have a different configuration of one or more of the charging options for the vehicle system to charge the energy storage module while traveling on one or more routes. The method may include determining a consumption value for each charging plan in the group, and performing one of the following steps based on an analysis of the consumption values ​​of the charging plans in the group, namely: (i) selecting the first charging plan in the group or (ii) determining a revised charging plan that is not in the group. The method may include generating a control signal for the vehicle system to implement a first charging plan or a revised charging plan during the trip of the vehicle system.

[0092] Optionally, according to the corresponding charging plan, the consumption value of each charging plan represents: one or more of: the estimated fuel consumption of the vehicle system during the trip, the estimated fuel savings of the vehicle system during the trip, the estimated battery life consumption of the vehicle system during the trip, the estimated driving time of the vehicle system during the trip, or the estimated vehicle equipment wear during the trip.

[0093] Optionally, the selected first charging plan or the determined revised charging plan may specify: charging the energy storage module via a first charging option among the charging options along a first segment of one or more routes during the trip, and charging the energy storage module via a second charging option among the charging options along a different second segment of one or more routes during the trip.

[0094] The method may include sending a control signal to a vehicle controller to control movement of the vehicle system along one or more routes in accordance with the selected first charging plan or the determined revised charging plan. Optionally, a control signal may be generated to send a message to an operator of the vehicle system. The message may indicate control settings implemented by the vehicle system along one or more routes during the trip in accordance with the selected first charging plan or the determined revised charging plan. Optionally, the selected first charging plan in the group or the determined revised charging plan may be based on expected charging infrastructure that does not currently exist along one or more sections of the one or more routes. A control signal may be generated to recommend the installation of the expected charging infrastructure along the one or more sections.

[0095] Optionally, selecting a first charging plan or determining a revised charging plan may include determining one or more of when, where, or how to charge the energy storage module so that the vehicle system travels along one or more routes with higher energy efficiency, wherein the higher energy efficiency is relative to the vehicle system traveling along the one or more routes and only using dynamic braking to charge the energy storage module.

[0096] Optionally, the charging options may include at least two of: dynamic braking, marshaling drag, workshop transmission line, in-vehicle transmission line, and external transmission line. Optionally, at least one of the charging options may include: charging an energy storage module arranged to be loaded on a first propulsion generation vehicle of the vehicle system based on the operation of an internal combustion engine arranged to be loaded on a second propulsion generation vehicle of the vehicle system. Optionally, the energy storage module is arranged to be loaded on a first vehicle of the vehicle system, and at least some of the charging options may have different power sources. The power source may include at least two of the following: (i) a generator, which is loaded on the first vehicle and powered by a first engine loaded on the first vehicle; (ii) one or more traction motors, which are loaded on the first vehicle and are in a dynamic braking operation mode; (iii) a second generator, which is loaded on a second vehicle of the vehicle system and powered by a second engine loaded on the second vehicle; and (iv) an external power supply system loaded outside the vehicle system.

[0097] In one embodiment, the controller or system described herein may have a deployed local data collection system, and machine learning may be used to achieve inference-based learning results. The controller may learn and make decisions from a set of data (including data provided by various sensors) by making data-driven predictions and adjustments based on a set of data. In an embodiment, machine learning may involve: performing multiple machine learning tasks, such as supervised learning, unsupervised learning, and reinforcement learning, by a machine learning system. Supervised learning may include: presenting a set of example inputs and expected outputs to a machine learning system. Unsupervised learning may include: a learning algorithm that structures its inputs through methods such as pattern detection and / or feature learning. Reinforcement learning may include: a machine learning system is executed in a dynamic environment and then provides feedback on correct and incorrect decisions. In an example, machine learning may include: multiple other tasks based on the output of the machine learning system. In an example, the task may be a machine learning problem, such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. In an example, machine learning may include a variety of mathematical and statistical techniques. In the example, many types of machine learning algorithms may include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVM), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forests, K-Means, gradient boosting, K-nearest neighbors (KNN), and prior algorithms, etc. In an embodiment, certain machine learning algorithms may be used (e.g., for solving constrained and unconstrained optimization problems that may be based on natural selection). In one example, the algorithm may be used to solve mixed integer programming problems in which some components are limited to integer values. Algorithms and machine learning techniques and systems may be used for computing intelligent systems, computer vision, natural language processing (NLP), recommendation systems, reinforcement learning, and building graphical models, etc. In one example, machine learning may be used for determination, calculation, comparison, and behavior analysis, etc. For example, the charging controller of the power transmission system described herein may use machine learning to generate a charging plan based on input information (e.g., charging characteristics and route information).

[0098] In one embodiment, the controller may include: a policy engine that can apply one or more policies. These policies may be based at least in part on the characteristics of a given device or environment. With respect to the control strategy, the neural network may receive inputs of many environmental and task-related parameters. For example, these parameters may include operational inputs about operating devices, data from various sensors, position and / or orientation data, etc. The neural network may be trained to generate outputs based on these inputs, wherein the output represents the action or sequence of actions that the device or system should take to achieve the operational goal. During the operation of one embodiment, the input may be processed by the parameters of the neural network to generate a value at the output node to determine the desired action. The action may be converted into a signal that causes the vehicle to operate. This may be achieved via back propagation, a feedforward process, closed-loop feedback, or open-loop feedback. Alternatively, the machine learning system of the controller may use evolutionary strategy techniques instead of back propagation to adjust various parameters of the artificial neural network. The controller may use a function of the neural network architecture that may not always be solvable using back propagation, such as a non-convex function. In one embodiment, the neural network has a set of parameters representing the weights of its node connections. Multiple copies of the network are generated, and then the parameters are adjusted differently and simulated. Once the outputs of the various models are obtained, their performance can be evaluated using a determined success metric. The best model is selected, and the vehicle controller executes the plan to obtain the required input data, thereby reflecting the predicted best outcome scenario. Additionally, the success metric may be a combination of optimization results, which may be weighted against each other.

[0099] As used herein, the terms "processor" and "computer" and related terms such as "processing device", "computing device" and "controller" may not be limited to those integrated circuits known in the art as computers, but refer to microcontrollers, microcomputers, programmable logic controllers (PLCs), field programmable gate arrays, and application-specific integrated circuits and other programmable circuits. For example, suitable memory may include computer-readable media. For example, computer-readable media may be random access memory (RAM), computer-readable non-volatile media, such as flash memory. The term "non-transitory computer-readable medium" refers to a computer-based tangible device for short-term and long-term storage of information, such as computer-readable instructions, data structures, program modules and submodules, or other data in any device. Therefore, the methods described herein may be encoded as executable instructions embodied in a tangible, non-transitory, computer-readable medium, including but not limited to storage devices and / or memory devices. When executed by a processor, such instructions cause the processor to perform at least a portion of the methods described herein. Thus, the term includes tangible computer-readable media, including but not limited to non-transitory computer storage devices, including but not limited to volatile and non-volatile media and removable and non-removable media (e.g., firmware, physical and virtual storage, CD-ROMs, DVDs) and other digital sources, such as a network or the Internet.

[0100] Unless the context clearly dictates otherwise, the singular forms "a", "an" and "the" include plural references. "Optional" or "optionally" means that the event or situation described subsequently may or may not occur, and the description may include instances in which the event occurs and instances in which it does not occur. Approximate language as used throughout the specification and claims herein can be used to modify any quantitative representation of permissible variations without causing changes in the basic functions to which it may be associated. Therefore, the values ​​modified by one or more terms (such as "approximately", "substantially" and "approximately") may not be limited to the specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value. Here and throughout the specification and claims, range limits may be combined and / or interchanged, and unless the context or language indicates otherwise, these ranges can be identified and include all sub-ranges contained therein.

[0101] This written description uses examples to disclose embodiments, including the best mode, and to enable persons of ordinary skill in the art to practice the embodiments, including making and using any device or system and performing any combined methods. The claims define the patentable scope of the disclosure and include other examples that occur to persons of ordinary skill in the art. Such other examples should be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that do not differ substantially from the literal language of the claims.

Claims

1. A power transmission control system, comprising: One or more processors configured to: Obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system, the charging characteristics including energy efficiency factors of the charging options and usage constraints of the charging options; determining, based on route information for one or more routes and the charging characteristics, a charging plan for the vehicle system to implement while traveling on the one or more routes, wherein the charging plan specifies: charging the energy storage module via a first charging option of the charging options along a first segment of the one or more routes, and charging the energy storage module via a second charging option of the charging options along a second, different segment of the one or more routes; and A control signal is generated based on the charging plan.

2. The power transmission control system according to claim 1, wherein: The control signal is generated for transmission to a vehicle controller for the vehicle controller to control charging of the energy storage module while the vehicle system is traveling along the one or more routes.

3. The power transmission control system according to claim 1, wherein: The control signal is generated to send information to an operator of the vehicle system, the message indicating control settings for the vehicle system to implement along the one or more routes in order to charge the energy storage module.

4. The power transmission control system according to claim 1, wherein: Generate the control signal to recommend at least one of a device to be installed on the vehicle system or an infrastructure to be installed along the one or more routes so that the vehicle system can use at least one of the charging options for charging the energy storage module while traveling along the one or more routes.

5. The power transmission control system according to claim 1, wherein: The first segment of the one or more routes represents a first intended trip for the vehicle system, and the second segment of the one or more routes represents a second intended trip for the vehicle system.

6. The power transmission control system according to claim 1, wherein: The charging plan is a first charging plan determined by the one or more processors, and the one or more processors are configured to determine a second charging plan, the second charging plan specifies charging the energy storage module only via the first charging option along the first segment and the second segment of the one or more routes, and the one or more processors are configured to generate the control signal to recommend one of the first charging plan or the second charging plan.

7. The power transmission control system according to claim 1, wherein: The charging plan is a first charging plan in a set of a plurality of charging plans determined by the one or more processors, each charging plan in the set comprising a different configuration of one or more of the charging options for use by the vehicle system in charging the energy storage module while traveling on the one or more routes, the one or more processors being configured to: determining an estimated fuel savings for each charging plan in the group, and The first charging plan is selected from among the other charging plans in the group based on the first charging plan having a greater estimated fuel savings than one or more of the other charging plans.

8. The power transmission control system according to claim 1, wherein: The charging options include: at least two of: dynamic braking, marshaling drag, workshop transmission line, in-vehicle transmission line and out-vehicle transmission line.

9. The power transmission control system according to claim 8, wherein: One of the usage constraints associated with the off-vehicle transmission line includes identifying one or more segments of the one or more routes having the off-vehicle transmission line present and available for use by the vehicle system.

10. The power transmission control system according to claim 1, wherein: The one or more processors are configured to determine the charging plan so that the vehicle system travels along the one or more routes with higher energy efficiency, wherein the higher energy efficiency is relative to the vehicle system traveling along the one or more routes while only using dynamic braking to charge the energy storage module.

11. The power transmission control system according to claim 1, wherein: The energy storage module is arranged to be loaded on a first vehicle of the vehicle system, and at least some of the charging options have different power sources, the power sources including at least two of the following: (i) a generator, the generator is loaded on the first vehicle and is powered by a first engine loaded on the first vehicle; (ii) one or more traction motors, the one or more traction motors are loaded on the first vehicle and are in a dynamic braking operating mode; (iii) a second generator mounted on a second vehicle of the vehicle system and powered by a second engine mounted on the second vehicle; and (iv) an external power supply system mounted outside the vehicle system.

12. The power transmission control system according to claim 1, wherein: Relative to the direction of travel of the vehicle system, the slope section of the one or more routes is immediately after the first section and before the second section, and the first charging option includes: charging the energy storage module by operating the internal combustion engine of the vehicle system using one or more of a marshaling towing, a workshop transfer line or an in-vehicle transfer line, and the first charging option is executed for the energy storage module to have sufficient charge to power the propulsion of the vehicle system on the slope section.

13. The power transmission control system according to claim 12, wherein: The second segment of the one or more routes has a downhill grade, and the second charging option is dynamic braking performed while the vehicle system travels along the downhill grade.

14. The power transmission control system according to claim 1, wherein: The vehicle system includes: a first propulsion generating vehicle, which is mechanically coupled to a second propulsion generating vehicle, the energy storage module is arranged to be loaded on the first propulsion generating vehicle, and at least one of the charging options includes: charging the energy storage module based on operation of an internal combustion engine arranged to be loaded on the second propulsion generating vehicle.

15. A method comprising: Obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system, the charging characteristics including energy efficiency factors of the charging options and usage constraints of the charging options; determining, via one or more processors, a charging plan for the vehicle system to implement while traveling on the one or more routes based on route information of the one or more routes and the charging characteristics, wherein the charging plan specifies charging the energy storage module via a first charging option of the charging options along a first segment of the one or more routes, and charging the energy storage module via a second charging option of the charging options along a different second segment of the one or more routes; and A control signal is generated based on the charging plan.

16. The method according to claim 15, further comprising: The control signal is transmitted to a vehicle controller for the vehicle controller to control charging of the energy storage module while the vehicle system is traveling along the one or more routes.

17. The method according to claim 15, wherein: At least one of the first charging option or the second charging option includes charging the energy storage module arranged on board a first propulsion generating vehicle of the vehicle system based on operation of an internal combustion engine arranged on board a second propulsion generating vehicle of the vehicle system.

18. A power transmission control system, comprising: One or more processors configured to: Obtaining charging characteristics of a plurality of different charging options for charging an energy storage module loaded on a vehicle system, the charging characteristics including energy efficiency factors of the charging options and usage constraints of the charging options; determining, based on route information of one or more routes and the charging characteristics, a set of a plurality of charging plans, each charging plan in the set including a different configuration of one or more of the charging options for use by the vehicle system in charging the energy storage module while traveling on the one or more routes; determining a consumption value for each charging plan in the group; Based on the analysis of the consumption values ​​of the charging plans in the group, one of the following steps is performed: (i) selecting a first charging plan in the group or (ii) determining a revised charging plan that is not in the group; and A control signal is generated for the vehicle system to implement the first charging plan or the revised charging plan during a trip of the vehicle system.

19. The power transmission control system according to claim 18, wherein: According to the corresponding charging plan, the consumption value used for each of the charging plans represents: one or more of the estimated fuel consumption of the vehicle system during the trip, the estimated fuel saving of the vehicle system during the trip, the estimated battery life consumption of the vehicle system during the trip, the estimated driving time of the vehicle system during the trip, or the estimated wear of vehicle equipment during the trip.

20. The power transmission control system according to claim 18, wherein: The first charging plan or the revised charging plan specifies: charging the energy storage module via a first charging option among the charging options along a first segment of the one or more routes during the trip, and charging the energy storage module via a second charging option among the charging options along a different second segment of the one or more routes during the trip.

Images