Multi-source electrified propulsion

Abstract

To provide multi-source electrified propulsion.SOLUTION: A system may include an electrical port configured to receive electrical energy from a conductive element exterior to a vehicle, the conductive element disposed along a route for the vehicle. The system may include an energy conversion device configured to receive a first fuel and a second fuel. The system may include a controller configured to: determine, based on an energy demand for the vehicle and the receipt of the electrical energy, a first consumption rate of the first fuel and a second consumption rate of the second fuel.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure generally relates to energy consumption management. Some embodiments relate to emissions management of multiple energy source systems. Some embodiments relate to vehicles having multiple fuel sources capable of receiving electrical energy from an external device.

Background Art

[0002] Vehicles configured to reduce emissions can use various strategies such as the substitution of low carbon content fuels (e.g., natural gas) or renewable fuels (e.g., hydrotreated vegetable oil (HVO)). Further, such systems can use hybridization such as storing electrical energy including a battery to replace or complement an internal combustion engine, a fuel cell, or other energy sources.

Summary of the Invention

Means for Solving the Problems

[0003] This summary is merely exemplary and is not intended to be limiting in any way. Other aspects, features, and advantages of the devices or processes described herein will become apparent by considering the detailed description set forth herein in conjunction with the accompanying drawings. In the drawings, the same reference numbers refer to the same elements.

[0004] In some aspects, the techniques described herein relate to a system for generating mechanical energy for vehicle propulsion, the system including an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route for the vehicle, an energy conversion device configured to receive a first fuel and a second fuel, and a controller configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel based on the energy demand for the vehicle.

[0005] In some aspects, the techniques described herein are related to a system further configured such that a controller determines a first consumption rate and a second consumption rate based on an emissions target, a first emissions output for a first fuel, a second emissions output for a second fuel, and a third emissions output for electrical energy.

[0006] In some aspects, the techniques described herein are related to a system further configured such that a controller determines a first consumption rate for a first fuel and a second consumption rate for a second fuel based on the amount of electrical energy received from a conductive element.

[0007] In some aspects, the techniques described herein are related to a system further configured such that a controller determines a first consumption rate for a first fuel and a second consumption rate for a second fuel based on a source of the electrical energy received from a conductive element.

[0008] In some aspects, the techniques described herein are related to a system further configured such that a controller receives a route including a plurality of route segments and causes the vehicle to receive a certain amount of electrical energy from an electrical port along a first route segment of the plurality of route segments, wherein the amount of electrical energy is based on a second route segment of the plurality of route segments.

[0009] In some aspects, the techniques described herein are related to a system configured such that a controller determines the amount of electrical energy based on the speed of a vehicle traversing a first route segment, wherein the speed is based on a second route segment of the route.

[0010] In some aspects, the techniques described herein relate to a system in which a controller is configured to determine an amount of electrical energy based on a portion of the amount of electrical energy provided to an energy storage device, and the energy storage device is configured to provide electrical energy to a traction motor during a second route segment of a route.

[0011] In some aspects, the techniques described herein relate to a system in which a vehicle includes a traction motor for generating electrical energy via regenerative braking while descending an incline of a second route segment, and a controller is configured to determine the amount of electrical energy based on regenerative braking for the incline.

[0012] In some aspects, the techniques described herein relate to a system in which an energy conversion device is configured to generate electrical energy from a fuel source, and a controller is configured to receive an indication of an emissions target and an indication of an emissions output corresponding to the fuel source and the amount of electrical energy, and to determine the amount of electrical energy based on the emissions target and the emissions output.

[0013] In some aspects, the techniques described herein relate to a method for vehicle propulsion that includes receiving, at an electrical port of a vehicle, electrical energy from a conductive element external to the vehicle while traveling a route based on a control signal generated by a controller, and determining, by the controller, a first consumption rate of a first fuel based on an energy demand for an energy conversion device of the vehicle configured to receive the first fuel and a second fuel, the amount of electrical energy, and a second consumption rate of the second fuel.

[0014] In some aspects, the techniques described herein further relate to a method that includes determining, by the controller, the first consumption rate based on an emissions target, a first emissions output for the first fuel, and a second emissions output for the second fuel.

[0015] In some aspects, the techniques described herein further include determining, by a controller, a source of electrical energy; determining, by the controller, an emissions output associated with the electrical energy based on the source; and determining, by the controller, a first consumption rate based on the emissions output, and relate to a method.

[0016] In some aspects, the techniques described herein further include receiving, by a controller, a plurality of route segments of a route; and adjusting, by the controller, an amount of electrical energy based on a predicted load demand of a vehicle traveling on a second route segment of the plurality of route segments while the vehicle travels on a first route segment of the plurality of route segments, and relate to a method.

[0017] In some aspects, the techniques described herein further include allocating, by a controller, a first portion of an emissions target to a first route segment; allocating, by the controller, a second portion of the emissions target to a second route segment; and determining, by the controller, an amount of electrical energy to achieve the emissions target, wherein the first portion of the emissions target does not match the emissions target, the second portion of the emissions target achieves the emissions target, and the combination of the first portion and the second portion achieves the emissions target, and relate to a method.

[0018] In some aspects, the techniques described herein further include determining, by a controller, a speed of a vehicle based on an amount of electrical energy, and relate to a method.

[0019] In some aspects, the techniques described herein further include determining, by a controller, an amount of electrical energy based on a speed of a vehicle, and relate to a method.

[0020] In some aspects, the techniques described herein relate to a vehicle including an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route for the vehicle, an energy conversion device configured to receive a first fuel, and a controller configured to determine a first consumption rate of the first fuel based on an energy demand for the energy conversion device and an amount of electrical energy.

[0021] In some aspects, the techniques described herein further relate to a vehicle in which the controller is configured to determine the first consumption rate of the first fuel based on a second consumption rate of a second fuel for the energy conversion device and to determine the first consumption rate and the second consumption rate based on an emissions target of the vehicle.

[0022] In some aspects, the techniques described herein relate to a vehicle in which the controller is configured to determine a first emissions output for the first fuel, a second emissions output for the second fuel, and a third emissions output for the electrical energy, and the sum of the first emissions output, the second emissions output, and the third emissions output does not exceed an emissions target.

[0023] In some aspects, the techniques described herein relate to a vehicle in which the controller is configured to execute an objective function to determine the first consumption rate and the second consumption rate based on an emissions target, a first emissions output for the first fuel, a second emissions output for the second fuel, and an operating parameter that exhibits a positive correlation with a total emissions output for the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0024]

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Best Mode for Carrying Out the Invention

[0025] Various concepts related to systems including multi-fuel energy conversion devices and implementation forms of systems including multi-fuel energy conversion devices are described in more detail below. Before referring to the figures showing some exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the detailed information or methods described in the description or shown in the figures. It should also be understood that the terms used herein are for illustrative purposes only and should not be construed as limiting.

[0026] Various implementations of the present disclosure relate to devices (e.g., controllers), systems, and methods for propelling a vehicle and / or devices, systems, and methods for selecting an energy source of a vehicle and / or a consumption rate of the energy source. According to various embodiments of the present disclosure, a vehicle may include various energy sources such as fuel and an electric energy source. The fuel may include a fuel mixture (e.g., a mixture of petroleum diesel, biodiesel, or hydrotreated vegetable oil). Some fuels, such as natural gas used in combination with diesel-adjacent fuel, may be stored or contained separately (e.g., in separate storage tanks or fuel ports). The various fuels may correspond to their respective emissions outputs, whereby the energy generated by the fuel can be related to the emissions associated with the combustion, processing, or transport of the fuel. The electric energy source may include an electric port configured to receive energy from a fixed charging stand when stopped or, for example, from a pick-up shoe or pantograph while traveling a route.

[0027] A controller for vehicle energy source selection can be configured to perform various operations. In particular, the controller receives an indicator of an emissions target for the vehicle. The vehicle includes one or more energy conversion devices. The energy conversion devices are configured to generate mechanical motion from a first energy source and a second energy source. In some embodiments, the energy conversion devices can generate mechanical motion from any number of energy sources. For example, the energy conversion device can include an engine assembly configured to generate mechanical motion from any number of fuels (e.g., fuel mixtures). In some embodiments, the energy conversion device can include an electric motor for generating mechanical motion. The controller receives an indicator of a first emissions output corresponding to the first energy source. The controller receives an indicator of a second emissions output corresponding to the second energy source. In various embodiments, the controller receives indicators of additional emissions outputs corresponding to any number of additional energy sources. The controller is configured to select the first emissions output and the second emissions output. The controller is configured to select a first consumption rate for the first energy source and a second consumption rate for the second energy source. Such selection may be based on the emissions target.

[0028] In some embodiments, the vehicle can include an electrical port for interfacing with an external conductive element, such as a conductive element extending along a route (e.g., a portion thereof). For example, the conductive element can include an overhead wire, a third rail, etc. A system for generating mechanical energy to propel the vehicle can include the electrical port. The electrical port is configured to receive electrical energy from a conductive element external to the vehicle. The vehicle further includes an energy conversion device. The energy conversion device can include an internal combustion engine or a fuel cell, and the internal combustion engine or the fuel cell can receive various fuels. In particular, the energy conversion device receives at least a first fuel and a second fuel. The system includes a vehicle controller configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel. This determination can be based on the energy demand. For example, the energy demand can be determined according to user input (e.g., throttle opening), an autonomous system, a predefined route (e.g., its estimated route), etc. In some embodiments, the energy demand is distributed among any number of fuels. In some embodiments, the consumption rates can be based on the distribution of the energy demand among the fuels and the electrical energy supplied from the electrical port. In some embodiments, the distribution can change over time. For example, the consumption rates can vary according to a predefined route, such as a route that includes a portion with a conductive element for providing electrical energy to the vehicle and a portion without it. Other time-varying examples include a route where the vehicle has a load for a first portion and no load for a second portion, or a route with a change in slope.

[0029] Hybridization or substitution may include considerations other than emissions reduction (e.g., criteria). For example, emissions management can be implemented to maintain a productivity level above that of other methods, maintain a degree of non-substitutability between raw materials and energy products, or maintain energy availability. Further, such considerations may vary between work sites, change over time, vary between different vehicles, or vary depending on the value or type of emissions target. In some embodiments, the system can use an objective function to determine an absolute minimum or minimum value associated with various considerations. The objective function can satisfy, at least in aggregate, an emissions threshold (e.g., not exceed an emissions threshold). The system can select consumption rates for various fuels based on the amount of electrical energy received from overhead lines or other power sources disposed along a route. The fuels selected can be selected to allocate an emissions target among those fuels.

[0030] In some embodiments, the system includes a route planner for determining any of a fuel mixture, an operating speed, a payload weight, or other operating parameters for one or more vehicles to achieve emissions targets for the one or more vehicles. The system can allocate the targets among the various vehicles at the site to generate component emissions targets for the vehicles, thereby managing emissions on a site-by-site basis rather than vehicle-by-vehicle. This can better adjust productivity or reduce emissions. The system can determine routes based on various site facilities such as the location or rate of energy provided by a fueling stand or a charging stand (e.g., a fixed charging stand, or an energized element coupled to the vehicle's pantograph or pickup shoe). For example, the system can determine a route based on the fueling time or location of one or more vehicles (e.g., the vehicle can operate at a low speed to extend a fueling / recharging event). Additionally, the system can determine changes to vehicles, site infrastructure, or other facilities to better satisfy an objective function.

[0031] As shown in FIG. 1, a controller 102 for energy source selection is provided. The controller 102 is configured to receive an indication of an emissions target 122 for the vehicle 100. The vehicle 100 includes one or more energy conversion devices 104. The one or more energy conversion devices 104 are configured to generate mechanical operation from a first energy source and a second energy source. The controller 102 is configured to receive an indication of a first emissions output 124 corresponding to the first energy source. The controller 102 is configured to receive a second emissions output 124 corresponding to the second energy source. The controller 102 is configured to select, based on the emissions target 122, the first emissions output, and the second emissions output 124, a first consumption rate for the first energy source and a second consumption rate for the second energy source.

[0032] In some embodiments, the controller 102 is a controller of a system, such as an engine control system or a vehicle emissions control system. The system can include any of the components disclosed herein. For example, the system can include one or more energy conversion devices 104 operably coupled to the controller 102. The system can include one or more energy storage devices 106 operably coupled to the controller 102.

[0033] In some embodiments, controller 102 performs operations to manage the performance of the systems and methods described herein. For example, vehicle 100 includes or interfaces with an energy storage device 106 to maintain a storage of an energy source such as a fuel source or electrical energy. In some embodiments, vehicle 100 includes or interfaces with a route planner 110 to determine attributes of a route traveled by vehicle 100 or the operation of vehicle 100 along a route. In some embodiments, vehicle 100 includes or interfaces with an emissions aggregator 112 to determine the distribution of energy among various energy sources or sinks such as vehicles, infrastructure, or other facilities associated with one or more routes. In some embodiments, the first energy source includes a first fuel and a second fuel. Controller 102 can determine a first consumption rate for the first energy source based on the first energy source that includes the first fuel and the second fuel. The second energy source may include an electrical energy source. Controller 102 can determine a second consumption rate for the second energy source based on the second energy source that includes electrical energy. A first energy conversion device of the one or more energy conversion devices can be configured to generate mechanical operation from the first fuel and the second fuel (for example, the first energy conversion device can be an engine assembly). In some embodiments, the first energy conversion device is configured not to generate mechanical operation from electrical energy. Controller 102 can receive an indicator of a source of the first energy source and select the first consumption rate based on this source.

[0034] Vehicle 100 can be any type of on-road or off-road vehicle 100, including, but not limited to, wheel loaders, forklift trucks, line-haul trucks, medium-distance trucks (e.g., pickup trucks, etc.), sedans, coupes, tankers, airplanes, boats, and any other type of vehicle. For example, vehicle 100 can be a locomotive or a mining haul truck configured to travel along a fixed route. Vehicle 100 can be operated by an operator of vehicle 100, an operator remote from vehicle 100, or can be an autonomous vehicle 100 (e.g., a fully autonomous vehicle or a semi-autonomous vehicle).

[0035] Controller 102, energy conversion device 104, energy storage device 106, energy distribution system 108, route planner 110, or emissions aggregator 112 each includes, or can interface with, at least one processing unit configured to communicate with data repository 120 or a database, or other logic devices such as programmable logic array engines or modules. Controller 102, energy conversion device 104, energy storage device 106, energy distribution system 108, route planner 110, emissions aggregator 112, or data repository 120 can be separate components configured to interface with vehicle 100, a single component, or a part of vehicle 100. For example, a remote device (e.g., a server complex) can include energy distribution system 108, route planner 110, or emissions aggregator 112 and can be configured to interface with vehicle 100 via a network. Vehicle 100 is remote from the remote device and can include energy conversion device 104, energy storage device 106, and energy distribution system 108. Controller 102 can include one or more processors disposed locally on vehicle 100 and one or more processors of the remote device. Any of the one or more processors can also be separately referred to as controller 102 (e.g., can be referred to as first controller 102 and second controller 102). The various components of vehicle 100, or the various components that interface with vehicle 100, can include hardware elements such as one or more processors, logic devices, or circuits. For example, vehicle 100 can include one or more components or structures of the functionality of the computing device shown in FIG. 8.

[0036] The data repository 120 can include one or more local databases or distributed databases and can include a database management system. The data repository 120 can include computer data storage or memory and can store one or more of the emissions target 122, emissions output 124, route data 126, or load data 128. The emissions target 122 may refer to or include a target for the emissions of one or more pollutants or combustion products. References to emissions may include, but are not limited to, carbon emissions, and the reference to carbon is intended to be an exemplary and non-limiting example. That is, various references to CO 2 can be replaced or supplemented by other greenhouse gases such as N 2 O or CH 4 , or NO X , particulate matter (PMX), sulfur dioxide (SO 2 ).

[0037] The emissions target 122 may refer to or include a periodic emissions target 122 (e.g., daily or monthly). The emissions target 122 may be a target relative to the amount of energy produced (e.g., 0.5 tons / MWh). The emissions target 122 may refer to the emissions corresponding to the travel of a route or a segment thereof. The emissions target 122 may be based on another metric (e.g., ton-miles of transportation, number of production tons, number of ore extraction tons, number of transportation passengers, etc.).

[0038] The emissions target 122 may be for various life cycle parts or may include various life cycle parts. For example, the emissions target 122 may include a tank-to-wheel target for the exhaust gas emitted from the engine assembly of the vehicle 100 during operation. That is, the emissions target 122 may relate to tailpipe emissions from the vehicle 100. Thus, the tank-to-wheel emissions target 122 (or a part thereof) may exclude emissions in fuel extraction, purification, or transportation. Further, the tank-to-wheel emissions target 122 may not be adjusted alone for the reduction contribution of green fuels such as renewable biodiesel or diesel produced according to the Fischer-Tropsch process. In some examples, the tank-to-wheel emissions target 122 may be used alone. However, in many examples, the tank-to-wheel emissions target 122 may be an intermediate target used to calculate another emissions target 122 or may be based on another emissions target 122.

[0039] The tank-to-wheel emissions target 122 may be based on or allocated from a direct carbon intensity-based emissions target 122. For example, the direct carbon intensity emissions target 122 can be set at 1 arbitrary unit for petroleum diesel. Continuing with this example, for a blended fuel (e.g., B50 containing 50% petroleum diesel and 50% renewable biodiesel), the tank-to-wheel emissions target 122 can be established at 2 arbitrary units.

[0040] The tank-to-wheel emission target 122 may depend on other energy sources such as electrical energy provided via an electrical port of an electric vehicle such as a plug-in hybrid electric vehicle 100 (PHEV). In some examples, the emission target 122 may be a component of the well-to-wheel emission target 122 for further including the reduction contributions of various energy sources such as an indirect carbon intensity-based emission target 122, or may include components of the well-to-wheel emission target 122. For example, the emission reduction contribution relates to emissions associated with transportation, extraction, purification, or other emissions associated with providing an energy source to the vehicle 100. Further, in some examples, there may be two or more emission targets 122. For example, the well-to-wheel emission target 122 may coexist with the tank-to-wheel emission target 122 to meet criteria not approved by the same agency. That is, in some embodiments, the systems and methods herein can operate simultaneously according to various emission targets 122.

[0041] The emission output 124 may include or refer to any metric of the emission output 124. The emission output 124 may be based on, for example, the amount of fuel or other energy source added to the vehicle 100 or other facility, the amount of fuel sent through a fueling system, etc. The emission output 124 may depend on various information related to the fuel according to one or more emission targets 122. For example, the emission output 124 of a mixture may or may not vary depending on the source of the mixture, and thus, the controller 102 can receive an indicator of the source associated with refueling and determine the emission output 124 relative to the emission target 122. Some emission outputs 124 may be based on the application of emission rights, or may ignore or not consider such emission rights. For example, the emission target 122 may apply a first emission right, a second emission right with a lower value (e.g., 50%), or ignore the emission right. The controller 102 can receive an indicator of the source of the first energy source.

[0042] The discharge output 124 can be associated with the carbon intensity of the fuel. For example, grid-based electricity, solar-derived electricity, diesel, and H 2 can receive a specific discharge output 124 for, whereby the controller 102 can select a consumption rate for the fuel based on that discharge output 124. For example, the energy distribution system 108 or the route planner 110 can distribute energy based on the demand associated with the route portion (e.g., based on the target speed, the emissions target 122, etc.).

[0043] The route data 126 can be defined discretely or can correspond to any number of route segments derivable from any fractional part of the route. That is, the controller 102 can discretize the travel distance to one or more positions along the route associated with the on-vehicle fuel. The route can be divided into any number of route segments, and then each route segment can itself be divided into any number of route segments. The route segments can be associated with slopes, materials, or features. For example, a route segment can include a paved portion, an unpaved portion, or a portion having a third rail, an overhead wire, or other conductive element available to the vehicle 100. The route segments can be associated with a function related to emissions. For example, a route segment can be associated with an empty vehicle or a loaded vehicle, as in the case of an ore extraction site, where the vehicle 100 typically moves to such a site unloaded and returns from such a site loaded.

[0044] Route data 126 may include altitude, temperature, or other climate information corresponding to the emissions output 124 (for example, a vehicle 100 climbing a wet rail or road may be limited by traction, and thus may reduce the absolute emissions output 124, but may increase the emissions output 124 according to another metric such as metric per ton-mile). Route data 126 may include speed limits or standard speeds, noise emission limits, or other information related to the determination of the emissions output 124. Route data 126 may include indicators of one or more energy sources disposed along the route, such as charging stations, fueling points, etc., related to the operation of the vehicle 100.

[0045] Load data 128 may include information about the load borne by the vehicle. Load data 128 can be received by a load interface such as an automated load interface (for example, a stress / strain sensor associated with the cargo area of the vehicle 100). In some examples, the load interface is a user interface accessed by a remote user who can provide the load of the vehicle 100 or the load borne by the vehicle. In some examples, load data 128 is determined based on the amount of the consumed energy source, such as depletion of the fuel storage tank or the state of charge (SoC) of the battery. In some examples, load data 128 is determined according to historical information. For example, in the case of a mining vehicle 100 traveling a given route with the same or a similar load, load data 128 may include established indicators of average, standard, maximum, or other characteristics of the load, such as the weight of the load.

[0046] Referring further to FIG. 1, vehicle 100 includes, or is capable of interfacing with, at least one controller 102. Controller 102 includes, or is capable of interfacing with, one or more processors and memory. The processor can be implemented as a dedicated processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGA), a group of processing components, or other suitable electronic processing components. The processor and memory can be implemented using one or more devices, such as a device in a client-server implementation. The memory can include one or more devices (e.g., random access memory (RAM), read only memory (ROM), flash memory, hard disk storage) for storing data and computer code for completing the various operations described herein. The memory can be volatile memory or non-volatile memory, or can include volatile memory or non-volatile memory, and can include database components, object code components, script components, or any other type of information structure and the information structures of the present disclosure for supporting various activities. The memory can be communicatively connected to the processor and can include computer code or instruction modules for executing one or more processes described herein. The memory can include various circuits, software engines, and / or modules for causing the processor to execute the systems and methods described herein.

[0047] The controller 102 can include a communication electronic device or be coupled to a communication electronic device. The communication electronic device can perform wired communication and / or wireless communication. For example, the communication electronic device can include one or more wired transceivers (e.g., Ethernet, PCIe, AXI, or CAN) or wireless transceivers (e.g., Wi-Fi transceiver, Bluetooth transceiver, NFC transceiver, or cellular transceiver). The transceiver can operably couple the various processors of the controller 102 or can operably couple the controller 102 to other devices. The controller 102 can cause one or more of the disclosed operations to occur, such as by using another element of the vehicle 100. For example, operations disclosed by other elements of the vehicle 100 or operations described without specific reference to components can be initiated, scheduled, or otherwise controlled by the controller 102. Further, the operations performed by the controller 102 can, in some examples, refer to operations performed by one or more processors of the controller 102, and in some further examples, can refer to operations performed by various elements in response to control signals generated by the controller 102. The present disclosure can refer to the generation of these control signals, for example, in response to an explicit mention of these control signals, a reference to the controller 102 that causes an action, or a reference to an action performed by the controller 102 with additional devices in other cases.

[0048] The controller 102 has a structure that at least partially controls the operation of related systems such as the energy conversion device 104 and the energy storage device 106. Communication between components can be carried out via any number of wired or wireless connections. In some embodiments, a controller area network (CAN) bus enables the exchange of signals and / or information. The controller 102 can be one or more electronic control units (ECUs), include one or more ECUs, or interface with one or more ECUs. Since the controller 102 is communicatively coupled to at least some of the systems and components of FIG. 1, it has a structure for receiving information from one or more of the components shown in FIG. 1.

[0049] Vehicle 100 includes at least one energy conversion device 104. The energy conversion device can generate mechanical motion from fuel or other energy sources. The mechanical motion can propel the vehicle. In some embodiments, the mechanical motion can propel the vehicle via mechanical means such as gears, differentials, and wheels. In some embodiments, the mechanical motion may include the motion of the rotor of an alternator of the vehicle (e.g., based on the motion of a crankshaft). The controller 102 can control the transfer of energy from an internal combustion engine or other fuel-consuming engine to the alternator according to the amount of fuel provided to the internal combustion engine. For example, the controller 102 can generate control signals for pumps, valves, or injectors of the internal combustion engine. The alternator can be configured to provide electrical energy for propelling the vehicle. Propulsion can be performed via one or more electric motors. The energy conversion device 104 can be or include an electric motor, a fuel cell, or an engine assembly that consumes one or more fuel sources. In some embodiments, the engine assembly is coupled to an alternator for generating electrical energy. In some embodiments, the engine assembly or the electric motor is mechanically coupled to one or more mechanical elements such as differentials, gears, or other components configured to propel vehicle 100.

[0050] Various fuels or portions thereof can have different characteristics and / or chemical compositions. Characteristics may include, for example, auto-ignition temperature, flame speed, etc. Fuels may include, for example, diesel gas and natural gas. For example, fuels may include diesel fuel, natural gas (e.g., compressed natural gas (CNG), liquefied natural gas (LNG)), synthetic fuels, alcohol fuels such as ethanol or methanol, or liquid biofuels. Liquid biofuels may be, for example, methanol and / or ethanol. The first fuel or the second fuel may be any of diesel, liquid synthetic (GTL) diesel, heavy fuel oil (HFO), low sulfur fuel oil (LFSO), hydrotreated vegetable oil (HVO), marine gas oil (MGO), renewable diesel, biodiesel, paraffinic diesel, dimethyl ether (DME), F-76 fuel, F-34 fuel, jet A fuel, JP-4 fuel, JP-8 fuel, or high cetane number fuels such as oxymethylene ether (OME), or low cetane number fuels (e.g., high octane number fuels, high methane number fuels). Low cetane number fuels may be natural gas, hydrogen, ethane, propane, butane, syngas, ammonia, methanol, ethanol, or gasoline. The above are only examples of fuels, and it should be understood that other types of first and second fuels are not excluded.

[0051] Various liquid or gaseous fuels can be provided from various sources, and the various sources can be associated with different emission levels. For example, hydrogen may include "green" hydrogen produced from a renewable source via electrolysis or "gray" hydrogen formed from steam methane reforming. The controller 102 can receive source information. The source information may include an indicator of transportation or other emission reduction contributions. For example, domestically produced fuel or pipeline transported fuel may be associated with a lower carbon intensity than foreign produced fuel or truck transported fuel.

[0052] The controller 102 can receive indicators of the supply of various fuels or other energy sources. The supply information may include emission rights associated with the fuel. The controller 102 can apply all or part of the emission rights associated with the supplied fuel or other energy source. The various emission rights may include emission rights that may or may not be applied, considered, or ignored according to various emission targets 122.

[0053] The energy conversion device 104 can be a component of a propulsion unit that includes an electric motor (e.g., a traction motor) for generating traction or applying it to a road, rail, or other surface. The electric motor receives electrical energy from an alternator, mechanical energy from the movement of the vehicle, etc., and interfaces with a surface or fluid through wheels, tracks, propellers, etc. to propel the vehicle. In some examples, the electric motor can receive energy from an energy source other than the engine assembly. For example, the electric motor can receive energy from the battery or capacitor bank (e.g., a supercapacitor) of the hybrid vehicle 100 to propel the hybrid vehicle 100. Such examples include a vehicle 100 having the same electric motor for receiving electrical energy from the engine assembly (through an alternator) and receiving electrical energy from the battery, or a vehicle 100 that receives electrical energy in a first electric motor (e.g., an electric assist motor) and receives energy derived from the engine assembly in a second electric motor.

[0054] The propulsion unit can include a fuel supply system for providing fuel to the energy conversion device 104. The fuel supply system can operate based on a control signal generated by the controller 102. For example, the fuel supply system can receive a control signal generated by the controller 102 and cause the energy conversion device 104 to receive various fuels at various consumption rates (e.g., cause the first energy conversion device to receive the first fuel at the first consumption rate and cause the first energy conversion device to receive the second fuel at the second consumption rate). The fuel supply system can receive energy from one or more fuel supply points for the fuel. The vehicle 100 can receive electrical energy from a charging stand such as a fixed charging point or a conductive element external to the vehicle 100 that extends along a route segment such as a third rail or an overhead wire. That is, the first energy source can include a conductive element external to the vehicle for one or more route segments of the route. The controller can receive a certain amount of electrical energy from the conductive element during one or more of the route segments (e.g., generate a control signal to cause the energy conversion device 104 or the energy storage device 106 to receive the energy). The electrical energy source can include an on-vehicle energy source such as an ammonia cracker, a regenerative traction motor, a flywheel, a fuel cell, etc. The electrical energy can be provided to the energy storage device 106 (e.g., a battery), the traction motor, or other vehicle systems.

[0055] The fuel supply system can provide one or more fuels to the engine assembly. For example, the fuel system can provide one or more fuels such as petroleum diesel, HVO, biodiesel, or a mixture thereof via a first fuel supply system that includes a fuel storage tank, fuel path, injector, or other components. The fuel system can include a second fuel storage tank, fuel path, injector, or other components, at least some of which are separated from the first fuel supply system, and can provide hydrogen, natural gas, an alcohol such as methanol or ethanol, or another fuel such as ammonia via a second fuel supply system. Some fuel systems can include diesel fuel or diesel adjacent fuel as a priming fuel and another fuel as an alternative fuel, whereby an alternative rate is selected according to the required load or emissions target 122. Some systems can operate without a priming fuel, using a combination of fuels based on the energy intensity and carbon intensity dispersion between fuels (e.g., to replace with a fuel of low energy intensity at low loads). Various energy conversion devices 104 can receive energy from various combinations of energy sources, such as a combination of any power source and one or more fuel supply systems (e.g., the first or second fuel supply systems described above).

[0056] Vehicle 100 can include at least one energy storage device 106. The energy storage device 106 can include a battery, a supercapacitor, etc. for storing electrical energy. Sensors (such as a voltage sensor, a current sensor, etc.) can determine the state of charge (SoC) of the battery. A sensor, a memory device, or a combination thereof can determine the health of the battery. For example, the memory device can store the number of charge / discharge cycles, time, or total energy consumption. The sensor can determine temperature, the relationship between voltage and current, or other information related to the battery. The battery can be integrated with the vehicle 100 or configured to be removable to replace a charged battery with a discharged battery. The energy storage device 106 can include a storage tank for storing hydrocarbons or other fuels (such as diesel, H 2 , or CNG). The storage tank can include a fuel sensor such as a float sensor, a capacitance sensor, a pressure sensor, or other sensors for determining the amount of fuel in the storage tank. Various sensors associated with the energy storage device 106 can be communicatively coupled to the controller 102 and configured to transmit an indicator of the energy stored therein (e.g., based on the amount of fuel or SoC). The operation of the vehicle 100 may include various transfers of energy between the energy storage devices 106, which will be further described with respect to the energy flow diagram of FIG. 3.

[0057] Vehicle 100 can include at least one energy distribution system 108 or can interface with at least one energy distribution system 108. The energy distribution system 108 can receive an emissions target 122 (e.g., carbon intensity demand), a speed demand, or an indicator of energy demand. The energy distribution system 108 can receive emissions outputs 124 associated with various energy sources. The energy distribution system 108 can distribute the energy supplied between various energy sources based on the emissions target or the energy demand, or alternatively, can select consumption rates for various energy sources based on the emissions target 122 and the emissions outputs 124. In some embodiments, the demand is received from a vehicle control system in response to, for example, a user input (e.g., a throttle pedal, or a vehicle autonomy system). In some embodiments, the demand is received from a route planner 110, and the energy demand corresponds to various route segments. The route segments of the route can have a defined length or can be repetitive (e.g., the segment can be the distance traveled per feedback loop cycle time of the energy distribution system 108 or the route planner 110).

[0058] The energy distribution system 108 regulates between various energy sources (e.g., the first fuel source can include hydrocarbon fuel and the second fuel source can include a battery). For example, the energy distribution system 108 can determine a fuel mixture to meet the demand. The controller 102 can select a first emissions output for a first energy source that includes hydrocarbon fuel and a second emissions output for a second energy source that includes a battery. The fuel mixture can be a mixture of diesel, CNG, or other fuels and can be provided along with a portion of the energy supplied from stored electrical energy or electrical energy available along the route. The energy distribution system 108 can determine the fuel priority according to the associated emissions output 124. For example, the energy distribution system 108 can implement or determine an objective function associated with the operation of the vehicle to meet energy, speed, or other demands. Examples of the objective function are provided below with respect to the route planner 110. In some embodiments, the energy distribution system 108 can implement an objective function based on emissions targets 122 associated with various vehicle energy sources and the received metrics of the emissions output (e.g., regardless of the predefined route). In some embodiments, the energy distribution system 108 can receive an energy demand based on the output of the objective function of the route planner 110. For example, the route planner 110 can receive an indicator of the emissions target 122 and provide an energy demand to the energy distribution system 108 based on the emissions target 122 and the emissions output associated with various energy sources associated with the energy distribution system 108.

[0059] In the illustrated example, the electrical energy of the battery may be a net zero emission source, CNG may be associated with 300 kg / MWh, and the B20 diesel mixture may be associated with 600 kg / MWh. When the energy demand is 1000 kW, the energy distribution system 108 can distribute energy above the minimum threshold to the battery, for example, to provide an average of 100 kW to each segment. The energy distribution system 108 can determine the maximum CNG substitution rate for generating the remaining portion (e.g., 900 kW). Similarly, in a speed demand system, the energy distribution system 108 can distribute electrical energy and determine the substitution rate between fuels to reach the speed.

[0060] In some examples, the energy distribution system 108 can receive or define the state demand of the vehicle 100 at points along the route (e.g., at the terminal portion of a route segment). For example, the route may include a change in slope where the minimum threshold of the battery can be fully charged or reach another non - zero SoC to maintain a target speed when going uphill. Conversely, when approaching a downhill slope in the vehicle 100 that includes an energized third rail or regenerative braking, the energy distribution system 108 can determine or receive an instruction (from the route planner 110) to deplete the battery when approaching that segment to increase opportunistic charging. Other state demands may include, without limitation, minimum or maximum speed limits, noise limits, weight limits, traction limits, emissions limits, etc. for one or more emissions (e.g., NO X or PMX).

[0061] In some embodiments, vehicle 100 includes or interfaces with at least one route planner 110. The route planner 110 can receive, generate, store, or transmit a route for vehicle 100. The route can include a driving route along a route segment, speed, carbon intensity, energy usage, load data 128, a fueling or recharging location, or a threshold for the state of charge of the energy storage device 106. For example, the controller 102 can be configured to receive a route. The route can include an indicator of slope for various route segments, an indicator of load for various route segments, or an indicator of distance for various route segments. The route planner 110 can determine a route plan that includes a consumption rate for various fuels (e.g., a first fuel and a second fuel) or other energy sources. The sum of the emissions output 124 for various fuels can be less than or equal to the emissions target 122. The emissions target 122 can be provided in the same units as the emissions output 124, such that the emissions target 122 and the emissions output 124 can be compared (e.g., in tons of CO 2 or CO 2 equivalent). However, such a sum can vary across various route segments, such that a route segment can exceed the corresponding emissions target 122. For example, vehicle 100 can reduce emissions during loading or unloading (e.g., a truck at a loading dock or a train at a station).

[0062] The route planner 110 can receive an indicator of the emissions target 122 associated with the route. The route planner 110 can receive an indicator of the emissions output 124, such as past emissions output, or output associated with various energy sources. The route planner 110 can select a consumption rate for various energy sources (e.g., adjust between various energy sources) based on the emissions target 122 and the emissions output 124.

[0063] The route planner 110 can incorporate routes according to various input sources. For example, the route planner 110 can receive load data 128 or an explicit input of a predefined travel route, along with any speed limit (maximum speed or minimum speed) or other route data 126. The route planner 110 can incorporate past route data 126 and determine a travel route together with engine mounting, load data 128, or other route data 126. The travel route may include a fixed travel route such as the route of a locomotive along a fixed rail. The travel route may include another route such as a mining haul truck traveling between a mining location and a receiving location, a route traveling on a public road (e.g., according to traffic conditions, road closure weather, or tunnel work), or a ferry traveling between a departure point and a destination point. The route may include a travel speed, a load weight, or a dispersion of the travel route. The route planner 110 can determine the average value, maximum value, or other characteristics (e.g., distance, propulsion system load, etc.) of the route, together with the dispersion associated with the route.

[0064] Based on the route data 126, the route planner 110 can implement or determine an objective function associated with the operation of the vehicle 100 along the route. For example, the objective function may include a binding or soft constraint of the emission target 122 and a given parameter corresponding to a value resulting from the movement of the load of the vehicle 100 (e.g., ton-mile value, total travel value, etc.). The route planner 110 can determine one or more solutions (e.g., minimum value) to satisfy the objective function. For example, the objective function can be described according to 'T', the number of trips, 'E', the emissions per trip, 'F', the fuel consumption per trip (e.g., F corresponding to various fuels or other energy sources) 1 , F 2 , F 3 ), 'B', the battery charging time, and 'S', the fuel substitution rate. The objective function C can be, for example, C(T, E, F, B, S)=w 1 (T)-w 2E(T, F, S) + w 3 can be expressed as B(T, S). The component functions are, respectively, the first weight w due to the number of trips 1 , the second weight w due to the change in emissions resulting from changes in the fuel consumption rates of various fuels 2 , and the third weight w due to the battery charging time that can vary according to the number of trips and fuel usage. 3 may refer to.

[0065] The objective function provided is not intended to be limiting. For example, additional terms may correspond to battery normality or other equipment life or maintenance, the total number of hours or consecutive hours an operator is near the vehicle (e.g., labor intensity), etc. Equipment life may refer to or include the determination of the predicted or other target life for one or more energy conversion devices (e.g., by one or more of its components).

[0066] The objective function is such that F 1 corresponds to a diesel fuel mixture and F 2 refers to gas, and can be further resolved among various fuels, such as various mixtures can be used. For example, it may be advantageous to increase the ratio of biodiesel or HVO available at the fueling station rather than increasing the substitution rate of gas. According to various embodiments, the objective function may include additional variables or constraints, fewer variables or constraints, or different variables or constraints. For example, a mining haul truck may operate with variable loads, whereby the objective function can determine a solution based on load data 128, which can affect fuel usage, substitution rate, etc. Further, the objective function can determine a minimum value for predicted or improved maintenance intervals, for example, by buffering the load from a strenuous part of the route (e.g., tunnel work where the airflow is restricted, the gradient is steep, the terrain is undulating, start - stop is frequent, etc.).

[0067] The route planner 110 can determine the minimum value corresponding to the objective function according to the gradient descent method. That is, the route planner 110 can iteratively adjust the route parameters in the direction of the steepest descent or the negative gradient of the objective function until the minimum value is reached. The route planner 110 can use a genetic algorithm, a simulated annealing method, or particle swarm optimization to avoid the optimal lower bound minimum value and determine, for example, another relatively favorable minimum value. In some examples, the relatively favorable minimum value may be the minimum value (i.e., the optimal value).

[0068] The route planner 110 can cause the energy distribution system 108 to adjust (e.g., expand) the energy provided by one or more fuel sources so that the number of trips along the route or the total tons of raw materials are adjusted. For example, a route associated with an end fuel remaining amount of 5 gallons when returning to a fuel replenishment point can reduce the load or speed of the vehicle 100 so that the end remaining amount is non - negative (e.g., 0 gallons). Reducing the load or speed in such a way may correspond to a decrease in the ton - mile metric during operation, but this adjustment can increase overall productivity by shortening the fuel replenishment time over an appropriate period.

[0069] In particular, the controller 102 can detect the current filling state of the on - vehicle fuel. The controller 102 can compare the current state with a predefined filling state. For example, the current filling is 400 liters of diesel and 50 kg of H 2along with 50 kW of electrical energy within the battery, can be shown for each reserve fuel or SoC level. The controller 102 can include the weight of the fuel in the determination of the fill state. For example, the controller 102 can determine the fill level based on the carbon intensity with a lower fuel loading (e.g., can be determined based on the total vehicle 100 weight). The controller 102 can select the consumption rate of each energy source (e.g., the first energy source and the second energy source) based on a comparison of the current fill state and a predefined fill state. This selection can extend the driving range or continue other vehicle operations before reaching each reserve fuel or SoC level. For example, the controller 102 can cause the energy source to shorten the refueling stop or can shorten based on the refueling time (e.g., increase the usage of H 2 or decrease the usage of H 2 based on a weighting associated with a longer refueling time than in the case of diesel). In some examples, the time for refueling multiple fuels can be considered equal. For example, the amount of H 2 or diesel can be selected based on the same refueling time (e.g., the vehicle 100 emphasizes being refueled from multiple fuel sources simultaneously).

[0070] The controller 102 can determine an extension based on the position of the vehicle, such as the GNSS position received from the route planner 110, along with the position of the energy source. This extension may refer to a temporal extension of the operation. For example, the controller 102 can select a first consumption rate or a second consumption rate to extend the operation time of the vehicle. The extension may refer to a travel distance, such as a discrete number of trips between refueling points for on-vehicle fuel (e.g., the extension may end at such a refueling point). That is, the extension of the distance may end at discrete positions along the route. The fuel remaining amount is not limited to the actual amount of fuel, and the fuel storage tank or other energy storage device 106 (e.g., a battery) can include an additional reserve portion or an allocated amount for proceeding from the route to a refueling point. The controller 102 can select the first consumption rate and the second consumption rate based on the remaining fuel level of the first energy source to extend the operation time of the vehicle. Further, the predetermined filling state is not limited to a fixed reservation value, and the controller 102 can adjust the reservation value to maintain a portion of the battery SoC, for example, to regenerate the particulate filter (e.g., soot burning) based on a predicted low-temperature operation period (e.g., a downhill gradient).

[0071] The route planner 110 can receive or determine the position of the vehicle 100 relative to a (predetermined) route. For example, the route planner 110 can determine a position based on elapsed time, operator input to the user interface, a message from another part of the vehicle control system, or a wired or wireless signal (e.g., tracking signaling, a cellular signal, or a Global Positioning System (GPS)). The route planner 110 can determine the speed of the vehicle 100 by the same source or a changing source for this position. The route planner 110 can update various load predictions, emission targets 122, etc. during the operation of the vehicle 100 or according to another period such as daily.

[0072] The route planner 110 can receive from the energy distribution system 108 an indicator of the emissions output 124 associated with the travel of a route. For example, the indicator of the emissions output 124 can vary from the expected output, whereby the route planner 110 can adjust a future route plan based on the variance between the emissions target 122 output and the emissions output 124. This adjustment may be an iterative adjustment to maintain the emissions target 122 periodically. The adjustment can opportunistically collect emissions surpluses or reduce emissions losses. That is, in response to an indicator that the emissions output 124 has exceeded the emissions target 122, the route planner 110 can define a route intended to achieve a lower emissions output 124 (e.g., adjust the emissions target 122 downward). In response to an indicator that the emissions target 122 has exceeded the emissions output 124, the route planner 110 can define a route intended to achieve additional vehicle productivity (e.g., additional travel, faster travel, or greater load), and with such additional vehicle productivity, the emissions output 124 may exceed the emissions target 122 for a route segment or a portion thereof. That is, the route planner 110 can determine a route plan that includes the consumption rates for the various energy sources of the vehicle 100. The emissions output 124 corresponding to the selected fuel may exceed the emissions target 122 for one route segment and be less than the emissions target 122 for another route segment.

[0073] In some embodiments, the route planner 110 can generate a time-varying route. For example, the route planner 110 can change its operation between day and night (e.g., the night-time speed limit can reduce normal emissions or the renewable energy mix can change based on the absence of a solar power source). In fact, the route planner 110 can determine various consumption rates depending on various intermittent or unavailable fuel or electrical energy sources. For example, the controller 102 can receive an indication that an energy source is unavailable and, based on the emissions target 122, select an adjusted consumption rate for any remaining energy sources (e.g., determine a zero consumption rate for the unavailable energy source and a different consumption rate for other energy sources).

[0074] Vehicle 100 can include, or interface with, an emissions aggregator 112. The emissions aggregator 112 can be connected to various vehicles (e.g., via a wired network or a wireless network). The emissions aggregator 112 can generate an emissions target 122 for a grouping of vehicles (e.g., at least two vehicles, also referred to as a fleet). The emissions target 122 may be based on an aggregate emissions target 122 (e.g., may be allocated from the aggregate emissions target 122). Thus, the emissions aggregator 112 can provide the emissions target 122 to each vehicle (to the vehicle's energy distribution system 108) for implementation. That is, the controller 102 can be configured to interface with a second controller, and the second controller is communicatively connected to various vehicles including vehicle 100. The controller 102 can receive an emissions target from the second controller. The second controller can determine an emissions target for the vehicle and a second emissions target for a second vehicle among the plurality of vehicles based on an aggregate emissions target for the plurality of vehicles. The second controller can provide the emissions target to the vehicle and the second emissions target to the second vehicle.

[0075] The emissions aggregator 112 can interface with the route planner 110 to adjust the emissions target 122 for a particular vehicle, thereby achieving the overall emissions target 122 for the site. The emissions target 122 can be achieved by realizing various improvements from various vehicles. For example, a 10% reduction in emissions can be achieved by reducing the emissions target 122 for the first vehicle 100 by 5% and reducing the emissions target 122 for the second vehicle 100 by 5%. In some examples, the emissions target 122 can be achieved by increasing the emissions output 124 of one or more vehicles. The emissions aggregator 112 can operate iteratively or dynamically based on feedback. For example, the emissions aggregator 112 can adjust the emissions target 122 based on an indicator of the emissions output 124.

[0076] The emissions aggregator 112 can achieve the emissions target 122 by determining changes to a fleet of vehicles, infrastructure, or other equipment associated with a facility, site, operation, etc. For example, the installation of energized elements such as overhead lines or third rails, changes to the fuel mixture, addition of alternative fuels, or replacement of vehicles 100 (e.g., vehicles 100 configured to operate more efficiently, burn different fuels, operate a battery-hybrid system, etc.). The emissions aggregator 112 can use a fixed or variable asset lifespan, or implementation cost (emissions output 124 associated with infrastructure improvements).

[0077] The emissions aggregator 112 can determine a minimum value according to any of the techniques described with respect to the route planner 110. For example, the emissions aggregator 112 can determine a solution to an objective function that includes variables associated with the vehicle or infrastructure. For example, the objective function can include variables corresponding to additional battery capacity and weight related to, for example, additional battery capacity (and replacement or maintenance as a result of tire wear), reliability improvements or costs associated with equipment replacement (e.g., cost per hour, cost per expected period), productivity improvements (e.g., reduction of queues at fueling stations associated with the addition of fueling stations for various fuels).

[0078] The emissions aggregator 112 can include an interface for presenting options for adjustment. The adjustment can include any of the adjustments for a single vehicle 100 (e.g., substitution rate, change of used battery, etc.). The adjustment can further include adjustments to vehicles, facility infrastructure, or equipment. For example, the user can input information related to improvements (e.g., overhead lines, fueling stands, recharge stands, solar power panel facilities) or operational changes (e.g., change of fuel mixture). This information can include, for example, the location along the route, the amount of energy delivered, the cost associated with the information (e.g., emissions-based cost, etc.). The emissions aggregator 112 can generate and present an indicator of the emissions output 124 related to the adjustment. An example of such a presentation is provided in FIG. 5.

[0079] Next, referring to FIG. 2, a route diagram 200 for a route is provided according to some embodiments. The illustrated route is allocated to a first route segment 202, a second route segment 204, a third route segment 206, a fourth route segment 208, and a fifth route segment 210. The first route segment 202 includes a fueling station 212 and a fixed charging station 214. Some routes include multiple such fueling stations 212 or fixed charging stations 214, and other routes may have no energy source at all, such that a vehicle 100 traveling the route may need to travel an additional route to reach an energy source. The vehicle 100 can include, for example, the vehicle 100 shown in FIG. 6 below, a vehicle that includes any of the elements of FIG. 1 or interfaces with any of the elements, or a vehicle according to other aspects of the present disclosure. Along the first route, a receiving facility 216 is further shown that can purify, process, or store raw materials from a supply facility 218. Although described below as a mining facility, such description is not intended to be limiting. For example, the receiving facility 216 may be a passenger drop-off point and the supply facility 218 may be a passenger pick-up point.

[0080] At receiving facility 216, vehicle 100 can charge its battery via charging stand 214 or replenish one or more fuels at fueling stand 212. Any of the fuel replenishment time (corresponding to fuel capacity), the battery charging time (corresponding to battery SoC), or the fuel selection (e.g., priming fuel or alternative fuel, fuel mixture options, etc.) can vary based on the input received from route planner 110 and based on the input objective function. For example, vehicle 100 can depart from receiving facility 216 with a battery that is less than fully charged along first route segment 202. Vehicle 100 can adjust its operation while traveling on one route segment based on future route segments or based on instructions (e.g., demand indicators) from route planner 110. For example, vehicle 100 can increase fuel consumption or decrease the substitution rate to charge the battery for an uphill section (e.g., to maintain a desired speed during the uphill section) when approaching the uphill section of second route segment 204. Conversely, if vehicle 100 is configured to receive electrical energy from a conductive element 220 such as the illustrated overhead line, it can deplete the battery when approaching second route segment 204 to opportunistically charge (e.g., depending on the discharge or cost of the energy supplied from conductive element 220 relative to other energy sources) during the uphill section.

[0081] In some embodiments, the fuel may consist of hydrogen (e.g., in the case of an internal combustion engine or a fuel cell). In some embodiments, the fuel may consist of HVO, and in the absence of electrical energy, a fuel with a relatively high energy density can act. For example, the fuel may be a single-source fuel or a blended fuel from various sources. Energy can be supplied from the pantograph for high load factor operation, and the fuel-based system can be used on the lower load portions of the route. The battery can collect regenerative energy, store the fuel source for transient events or post-processing, etc. The controller 102 can determine how much power is generated from the fuel used to supplement the pantograph.

[0082] When the vehicle 100 approaches the third route segment 206, the route planner 110 can cause the vehicle 100 to take further actions based on the future segments of the route. For example, the vehicle 100 can stop receiving energy from the overhead line so that a certain amount of energy can propel the vehicle 100 along the third route segment 206 to the fourth route segment 208, and then, in response to regenerative braking when descending the fourth route segment 208, the depleted battery can be charged. Such depletion can be used even when the energy from the overhead line is the fuel with the lowest carbon intensity. Thus, the vehicle 100 can recharge the battery when descending the fourth route segment 208.

[0083] When traveling along the fifth route segment 210, the vehicle 100 can maintain the SoC of the battery (e.g., store the battery for the return journey when the load on the vehicle 100 is greater, and can increase the speed or reduce the carbon intensity). Therefore, the energy distribution system 108 can provide various combinations of energy sources to the vehicle 100 while moving from the receiving facility 216 to the supply facility 218. The combination of energy sources may not satisfy the objective function for any particular segment. In fact, the combination of energy sources may not satisfy the objective function for the above-mentioned movement. For example, the movement to the supply facility 218 may be carried out in a state where the carbon intensity is relatively high. The reason is that the emissions of the unloaded vehicle 100 may be relatively less affected by changes in speed, and changes in the speed of the vehicle 100 may substantially affect productivity. That is, the route planner 110 can determine to increase the vehicle speed while unloaded and decelerate the vehicle 100 while loaded to achieve the emissions target 122 and increase the number of trips, ton-miles, etc.

[0084] The vehicle 100 can supply a load at the supply facility 218 and generate load-related load data 128. Thereafter, the vehicle 100 can pass along the fifth route segment 210, go up the fourth route segment 208 (e.g., discharge the battery to maintain the target speed), and proceed along the third route segment 206 to the second route segment 204. The vehicle 100 can go down the second route segment 204 while performing regenerative braking to recharge the battery. The vehicle 100 can then proceed along the first route segment 202 to the receiving facility 216. Until passing through the first route segment 202 and reaching the receiving facility 216, the vehicle 100 can use the battery level based on the planned recharge time and go up the second route segment 204 using the return route (or can proceed to another route).

[0085] Next, referring to FIG. 3, an energy flow diagram 300 for a vehicle 100 according to some embodiments is provided. The vehicle 100 can include any number of storage tanks corresponding to various fuels and their mixtures. For example, the illustrated embodiment includes a diesel storage tank 302 configured to receive a variable mixture of any combination of petroleum diesel 302A, HVO 302B, and biodiesel 302C. The variable mixture can include B0 (which may be, for example, petroleum diesel 302A) or B100. The controller 102 can select from various blendable fuels or their mixtures. The mixture can be selected according to the selected engine assembly, availability in a particular region, or an index of the mixture from the route planner 110 to optimize the objective function. For example, the controller 102 can select a fuel mixing ratio between blendable fuels based on the emissions target 122 such that one of the blendable fuels having a different carbon intensity has a higher carbon intensity than the other. The illustrated embodiment includes a CNG or LNG storage tank 304, and the CNG or LNG storage tank 304 can receive CNG / LNG from various sources such as a green source 304A (for example, a green source obtained from renewable biomass), a blue source 304B (for example, a blue source 304B obtained from a process using carbon capture), a gray source 304C (for example, a fossil fuel source), or a variable mixture thereof, according to criteria similar to those described above for the diesel storage tank 302. The controller 102 can receive an index of such a source and select a consumption rate of one or more energy sources based on that supply (for example, select a consumption rate of the diesel storage tank 302 based on the supply source of the fuel disposed therein).

[0086] The engine 308 receives energy from one or more fuel sources (e.g., diesel storage tank 302 and CNG / LNG storage tank 304). The engine 308 can replace or substitute a portion of the received fuel according to an indicator from the energy distribution system 108. For example, the engine 308 can receive a greater portion of diesel based on load data 128, such as the gross vehicle weight of the combination of the vehicle 100 and the load (e.g., relatively heavy iron ore), or a greater portion of CNG / LNG when carrying no load or a lesser load (e.g., relatively light overloading). The energy from the engine 308 can be transmitted to mechanical propulsion components or, as shown, to the alternator 310, which can send power to the battery 312 or an electric motor such as the illustrated traction motor 314.

[0087] Furthermore, an electric port 306 is illustrated. The electric port 306 can be or can include a portion configured to receive energy while stopped or while traveling a route. The electric port 306 can be configured to interface with one or more power sources. For example, the electric port 306 can include a pantograph configured to receive energy from an overhead wire, a pickup shoe configured to receive energy from an energized rail, or a receptacle configured to receive energy from a charging location. That is, the controller can cause the energy storage device 106 such as the battery 312 to receive electrical energy via the electric port 306 (e.g., in the pantograph) while traveling one or more route segments. The electric port 306 can supply energy to the traction motor 314 or the battery 312. That is, the vehicle 100 can include various relays, switches, inverters, etc., along with pumps, valves, filter elements corresponding to the diesel storage tank 302.

[0088] During operation, the energy received from engine 308, electric port 306, or battery 312 is adjusted in response to instructions received from energy distribution system 108. This energy can be used to propel vehicle 100, prepare vehicle 100 for future propulsion, collect energy (e.g., deplete battery 312 before going downhill), or perform other energy or emissions management operations (e.g., an engine 308 can be provided to assist in regenerating a particulate filter). This adjustment can include adjusting the fuel consumed by the engine, the net charge or discharge of battery 312 (e.g., charging or discharging via regenerative braking from electric port 306, alternator 310, or traction motor 314). In some examples, engine 308 can be stopped when the load is below a threshold, such as when another energy source (e.g., gravity, battery 312, or a third rail connected to electric port 306) can propel vehicle 100.

[0089] The illustrated energy flow diagram 300 is not intended to be limiting. Vehicle 100 can include various powertrain electronics, capacitor banks, flywheels, blowers, and the like. For example, vehicle 100 can include a battery-driven blower configured to cool some engine components to increase the maximum engine output to the alternator 310 (e.g., by transferring a blower load from the engine to battery 312).

[0090] Next, referring to FIG. 4, a strength-productivity diagram 400 for vehicle 100 is provided according to some embodiments. The strength-productivity diagram 400 may include any number of axes, such as a productivity axis 402 (shown, for example, as a ton-mile axis), and a carbon intensity axis 404 that may indicate an index of carbon intensity corresponding to various emissions outputs 124 (such as well-to-wheel, tank-to-wheel, etc.). Both axes are shown according to any scale, and the scale will vary in each case according to the various implementations of the present disclosure. As shown, the carbon intensity generally shows a positive correlation with productivity, which corresponds to a decrease in vehicle speed when substituting with a low-carbon fuel, an increase in the stay time for battery recharging, etc. In some examples, or for some portions of the strength-productivity diagram 400 for vehicle 100 or other equipment, such a correlation may be positive. For example, when increasing the vehicle speed from a relatively low speed (lower than the efficiency band of the internal combustion engine), productivity can be increased and carbon intensity can be reduced, as shown by the first portion 406 of the strength-productivity diagram 400 (for example, a transport vehicle 100 that is stopped and idling has zero efficiency).

[0091] The minimum value 408 corresponds to the absolute minimum of the illustrated curve and represents the maximum efficiency point for the vehicle 100. Since the emissions output 124 associated with the minimum value 408 is lower than the emissions target 122, the system can achieve higher productivity within the emissions target 122. That is, the minimum value that satisfies the objective function of the route planner 110 may not be the minimum value only for efficiency. For example, the vehicle 100 can operate at an operating point 410 along the second portion 412 of the curve, which may be in or closer to the power band of the operation of the internal combustion engine relative to the minimum value 408. Further portions of the curve include a third vertical portion 414 related to a change in productivity that does not correspond to a change in carbon intensity (e.g., in the case of a PHEV, corresponding to an increase in vehicle speed that extends the dwell time at the charging stand 214). The fourth portion 416 of the curve shows a positive productivity-intensity correlation. The fifth portion 418 of the curve indicates that productivity does not improve further in response to an increase in intensity. This portion may correspond to productivity gated by another portion of the scene (e.g., when operating at 0% alternative fuel and reaching the maximum vehicle speed and the position where the vehicle 100 stops, productivity may not improve and emissions may increase).

[0092] Although not shown, for clarity of explanation, the intensity-product diagram 400 may include various other axes. For example, another axis may indicate costs related to fuel, vehicle depreciation, labor costs, etc. A further axis may indicate the renewable material utilization rate of the electrical energy source. A further axis may indicate the fuel mixture being utilized (e.g., the percentage of biodiesel 302C in the fuel in the case of a diesel storage tank). Thus, the operating point 410 can move left or right along the illustrated curve based on various functions of the various axes. The route planner 110 can adjust at least a portion of the various axes (or provide an indication for the adjustment of at least a portion of the various axes). For example, the route planner 110 can determine whether the non-fossil-based pilot fuel mixture can be adjusted (e.g., adjusted between HVO 302B and petroleum diesel 302A), whether the substitution rate of another fuel (e.g., LNG / CNG) can be increased, or whether an increased portion of the energy consumed by the vehicle 100 can be supplied from electrical energy (e.g., supplied from a fixed charging point, or a conductive element 220 extending along a route such as an overhead wire, an increase in regenerative braking, etc.).

[0093] Furthermore, the route planner 110 can operate according to a time-varying objective function to switch between exceeding and falling below the emissions target 122 according to the season, time, day of the week, or other period, where the emissions target 122 is an emissions target for a period of the same length as at least a certain period (e.g., quarterly, annually, etc.). Thus, the route planner 110 can generate an output that describes various operational changes (e.g., adjustment of speed or fuel mixture) or capital functions (e.g., deployment of chargers or solar panels). That is, the minimum value of the objective function (which is different from the minimum value 408 corresponding to the carbon intensity) may include an adjustment of any of the axes of the intensity-product diagram 400.

[0094] FIG. 5 is a user interface 500 showing various vehicles of a facility according to some embodiments. The user interface 500 presents columns corresponding to various emissions. For example, the various columns can correspond to the same vehicle 100 (or any set of the same vehicles) passing through various routes, or the routes passed by a set of vehicles 100. To simplify and streamline the explanation, reference is made below to a first column 502 corresponding to a first transport truck 510 or other vehicle 100 passing through a first route, a second column 504 corresponding to a second transport truck 512 or other vehicle 100 passing through a second route, and a third column 506 corresponding to a third transport truck 514 or other vehicle 100 passing through a third route. A fourth column 508 corresponds to other facilities, particularly the receiving facility 216.

[0095] The first row 516 shows the baseline emission level corresponding to each vehicle and facility (e.g., normalized to 1). The second row 518 shows a 30% reduction in emissions proportionally allocated to the various vehicles 510, 512, 514 and facilities. Such an allocation may achieve the emission target 122, but may not correspond to the minimum value of the objective function related to productivity. That is, another allocation with the same emission output 124 may achieve a greater product (or correspond to an improvement in other axes of the objective model hyperspace such as reliability, cost, etc.). The third row 520 shows the allocation of emissions by the emission aggregator 112 according to the minimum value of the objective function. For example, the intensity of the transport trucks 510, 512, 514 is low but the operations with low productivity and the relatively high intensity (for the trucks) of the receiving facility 216 can satisfy the objective model (e.g., may correspond to the minimum value). For example, in some examples, such a row may correspond to the optimal solution of the minimum value.

[0096] Line 4, 522 presents a solar panel that can be used to provide energy to the receiving facility 216 and reduce the operating intensity of the receiving facility 216 as shown. The emissions aggregator 112 can transfer the emissions budget from the receiving facility 216 to the transport trucks 510, 512, 514, whereby it can be determined that the transport trucks 510, 512, 514 can operate at a relatively high intensity. Line 5, 524 presents a conductive element 220 that can substantially reduce the operating intensity of the transport trucks 510, 512, 514 and further improve productivity relative to the baseline (for example, can be improved due to the conductive element 220 being able to increase the maximum climbing speed for a diesel engine). The emissions aggregator 112 can be determined to transfer the emissions budget from the transport trucks 510, 512, 514 to the receiving facility 216. Further columns may accommodate further potential changes such as a change in vehicle type, a change in fuel or its mixture. Additionally, the distribution may correspond to a minimum value determined according to various factors such as any factor described herein (for example, reliability, cost, availability, storage, volume, weight, etc.).

[0097] FIG. 6 is a block diagram of a system 600 including an engine configured to operate based on various fuels, according to some embodiments. The system 600 for generating mechanical energy to propel the vehicle 100 includes an electrical port 306 configured to receive electrical energy from a conductive element 220 external to the vehicle 100, the conductive element 220 being disposed along the route of the vehicle 100. The system 600 includes an energy conversion device 104 configured to receive a first fuel and a second fuel. The system 600 includes a controller 102 configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel based on the energy demand.

[0098] The various operations shown in this specification may sometimes be simply referred to for the sake of brevity of this disclosure. In particular, for example, referring to FIG. 1, referring to any of the controller 102, the energy conversion device 104, or the energy distribution system 108. In some embodiments, any of the embodiments herein can be modified according to various references to the energy storage device 106, the route planner 110, or the emissions aggregator 112, along with any of the data structures of the data repository. Further, the indicators of the illustrated electrical port 306 and the conductive elements can be modified or understood according to, for example, the disclosures of FIGS. 2, 3, and 7.

[0099] In some embodiments, the determination of the first consumption rate and the second consumption rate is based on the emissions target 122. This determination can be based on the first emissions output 124 for the first fuel. This determination can be based on the second emissions output 124 for the second fuel. This determination can be based on the third emissions output 124 for electrical energy. Such elements can be modified according to, for example, various references to the objective function of this specification and any other part of this disclosure.

[0100] In some embodiments, the controller 102 is configured to determine the first consumption rate of the first fuel and the second consumption rate of the second fuel. This determination can be based on the amount of electrical energy received from the conductive element 220. Such elements can be modified according to, for example, various references in FIG. 1 and any other part of this disclosure.

[0101] In some embodiments, the controller 102 is configured to determine the first consumption rate of the first fuel and the second consumption rate of the second fuel. This determination can be based on the source of the electrical energy received from the conductive element 220. Such elements can be modified according to, for example, various references to the fuel supply in FIG. 3 and any other part of this disclosure.

[0102] In some embodiments, controller 102 is configured to receive a route that includes a plurality of route segments. Controller 102 can be configured to cause the vehicle to receive a certain amount of electrical energy from electrical port 306 along a first route segment. The amount of electrical energy can be based on a second route segment of the plurality of route segments. Such elements can be modified, for example, according to various references to routes and route segments herein, such as those shown above in FIGS. 2 and 7, depending on any other part of the present disclosure.

[0103] In some embodiments, controller 102 is configured to determine the amount of electrical energy based on the speed of vehicle 100 passing through the first route segment, where this speed is based on a second route segment of the route. Such elements can be modified, for example, according to various references to the objective function herein and depending on FIGS. 1, 2, 4, 5, 7, or any other part of the present disclosure.

[0104] In some embodiments, controller 102 is configured to determine that the amount of electrical energy is based on a portion of the amount of electrical energy provided to the energy storage device. The energy storage device can be configured to provide electrical energy to the traction motor during a second route segment of the route. Such elements can be modified, for example, according to various references to conductive elements as illustrated throughout the present disclosure.

[0105] In some embodiments, the vehicle includes a traction motor 314 for generating electrical energy via regenerative braking while descending the slope of the second route segment. The controller can determine the amount of electrical energy based on the regenerative braking for the slope. Such elements can be modified, for example, according to various references to conductive elements as illustrated throughout the present disclosure.

[0106] In some embodiments, the energy conversion device 104 is configured to generate electrical energy from a fuel source. The controller 102 can be configured to receive an indication of an emissions target 122. The controller 102 can be configured to receive an indication of an emissions output 124 corresponding to the amount of the fuel source and the electrical energy. The controller 102 can be configured to determine the amount of electrical energy based on the emissions target and the emissions output. Such elements can be modified, for example, according to the various references to conductive elements illustrated throughout the present disclosure.

[0107] FIG. 7 is a diagram of a vehicle 100 traveling a route according to some embodiments. The vehicle 100 includes an electric port 306 configured to receive electrical energy from a conductive element 220 disposed along a route for the vehicle 100. For example, the conductive element is shown as an overhead wire. According to various embodiments, the conductive element 220 can be implemented in various ways such as the illustrated overhead wire that interfaces with a pantograph 702, a third rail for interfacing with a pickup shoe, or other fixed elements configured to supply electrical energy to the moving vehicle 100. The pantograph 702 includes a spring element, a pneumatic system, or other elastic members configured to maintain contact with the overhead wire. The controller 102 associated with the vehicle can control the amount of electrical energy received from the conductive element 220, for example, by adjusting the ratio of the received energy or by receiving electrical energy for a period of time.

[0108] The vehicle 100 includes an energy conversion device 104 configured to receive one or more fuels (e.g., at least a first fuel). The vehicle 100 includes a controller 102. The controller 102 determines a first consumption rate of the first fuel based on the energy demand for the energy conversion device.

[0109] Each fuel can be associated with various carbon intensities, potential power generation amounts, costs, and the like. At least a portion of the controller 102 is shown to be inside the vehicle 100 (e.g., a component of the control system of the vehicle 100). In various embodiments, the controller 102 can include one or more processors inside the vehicle 100, one or more processors remote from the vehicle 100, or a combination of one or more processors that are part of the vehicle 100 and processors remote from the vehicle 100. The controller 102 can determine the consumption rate for each of the various fuels. The controller 102 can determine each consumption rate based on the emissions output 124, cost, potential power generation amount, or other attributes of the various fuels.

[0110] For example, the controller 102 can determine the first consumption rate of the first fuel based on the second consumption rate of the second fuel for the energy conversion device. The controller 102 can determine the first consumption rate and the second consumption rate based on the emissions target for the vehicle.

[0111] In some embodiments, the controller 102 is configured to execute an objective function to determine the first consumption rate and the second consumption rate. The objective function can be based on the emissions target 122, the first emissions output 124 for the first fuel, the second emissions output 124 for the second fuel, and operating parameters that are positively correlated with the total emissions output 124 for the vehicle 100 (e.g., it can include these as parameters). The objective function can be further based on the operating parameters of the vehicle 100, which are positively correlated with the total emissions output 124 for the vehicle 100. For example, the operating parameters can include the intensity of operation, battery health, or the life or maintenance of other equipment.

[0112] The controller 102 can further determine an emissions output 124 for one or more fuels or other energy sources. For example, the controller 102 can determine a first emissions output for a first fuel. The controller 102 can determine a second emissions output for a second fuel. The controller 102 can determine a third emissions output 124 for electrical energy, and the sum of the first emissions output 124, the second emissions output 124, and the third emissions output 124 does not exceed the emissions target 122.

[0113] Potential power generation may refer to the amount of power generated by a fuel. For example, some diesel fuels or diesel adjacent fuels have a higher potential power generation than some alternative fuels such as CNG or LNG.

[0114] Referring again to the various fuels, vehicle 100 can include an energy storage device 106 configured to receive one or more fuels. For example, the first energy storage device can be configured to receive a first mixture of fuels associated with a first emissions output 124, such as petroleum diesel, biodiesel, HVO, or a mixture of various other diesel-adjacent fuels (the first energy storage device can be, for example, a diesel storage tank 302). The second energy storage device 106B can be configured to receive another fuel, such as a fuel configured to be selectively substituted for the fuel of the first energy storage device 106A in response to a control signal generated by the controller 102. For example, the second energy storage device 106B can receive natural gas, hydrogen, or another fuel. That is, the second energy storage device 106B can be or can include a CNG / LNG storage tank 304, as shown in FIG. 3. Referring to the various fuels can include a selection between fuel storage tanks, or a selection for one or more storage tanks. For example, the selection of the consumption rate of petroleum diesel can be adjusted in response to an increasing ratio of natural gas, or by supplying a diesel mixture including biodiesel. The third energy storage device 106C can store electrical energy, as in the case of battery 312. The electrical energy can be supplied from an electrical port 306 (e.g., via a pantograph 702), from the energy conversion device 104, or from other sources such as regenerative braking.

[0115] The controller 102 can determine the consumption rate for one or more fuels based on the emissions output 124 related to the fuel, and can also determine the emissions output 124 related to the electrical energy (e.g., along with various other attributes). For example, the controller 102 can receive the emissions output 124 related to the electrical energy, such as the carbon intensity of energy from the grid, solar panels, generators, etc. For example, the controller 102 can compare the power demand with the supply of available energy from the conductive element 220. In some examples, the controller 102 can determine the fuel consumption rate based on the amount of electrical energy available from the conductive element 220. For example, in the illustrated example, the controller 102 can preferentially select the electrical energy from the conductive element 220 based on the emissions output 124, cost, or other attributes of the electrical energy. The controller 102 can compare the total required power with the available amount of electrical energy from the conductive element 220 and operate another energy conversion device 104 (e.g., an engine assembly) to generate the remaining portion of the energy. The controller 102 can adjust the fuel consumption rate, for example, by generating a control signal to activate communication with a pump, valve, injector, or additional controller.

[0116] In some embodiments, the controller 102 can determine the consumption rates of various fuels based on the emission target 122. For example, the controller 102 can receive the emission target 122 and determine a combination of energy sources that does not exceed the emission target 122 to operate the vehicle. The combination of energy sources may include the emission output 124 associated with the electrical energy derived from the conductive element, along with additional emission outputs 124 for the various fuels of the vehicle 100. This determination can be made according to the objective function described with respect to FIG. 1. In fact, the illustrated vehicle 100 can include any of the components of FIG. 1 or interface with any of them, and the components can be instantiated inside the vehicle 100 or away from the vehicle 100 according to various embodiments.

[0117] In some embodiments, the controller 102 is configured to determine the fuel consumption rates of various fuels based on time-varying vehicle operation. For example, the controller 102 can be configured to generate a control signal for the vehicle 100 to store electrical energy (e.g., in the battery 312) or convert the electrical energy into another energy source for later use in vehicle propulsion (e.g., as thermal energy of hydrogen gas or methane cracker) and store it. Hereinafter, for the sake of simplicity of explanation, a hybrid locomotive including the battery 312 will be referred to several times. In any such example, other energy storage devices can be substituted for the battery 312.

[0118] The time-varying behavior of the vehicle 100 may include charging or discharging the battery 312. The vehicle 100 can charge the battery 312 from various sources, such as the fuel consumption energy conversion device 104, the conductive element 220, the fixed charging stand 214, or the regenerative energy from the electric motor of the vehicle 100. Further, the controller 102 can operate based on a predefined route, a predicted route, or other forward route data 126. Thus, the controller can generate a control signal to charge or discharge the battery of the vehicle based on another (future) route segment between segments of the route.

[0119] The controller 102 can charge the battery 312 based on a future route segment where the amount of energy demand exceeds the amount of power available from the conductive element 220. Such an example may occur when there is no conductive element 220 disposed along a portion of the route. For example, when the vehicle 100 reaches the end of the conductive element 220, the controller 102 can charge the battery 312 to maintain power energy while being able to travel a further portion of the route. The charging can be based on the discharge output 124 for the source of the electrical energy received from the conductive element 220 being low compared to another energy source. Charging the battery 312 may refer to fully charging the battery or, in some cases, increasing the battery SoC.

[0120] The controller 102 can discharge the battery 312 based on future route segments. For example, the discharge can precede the interface of the pantograph 702 with the overhead line to reduce fuel usage, increase the substitution rate, or, in some cases, to accommodate the determination of the consumption rates of various fuels. In another example, the route may include a stop point close to the fixed charging stand 214 or a portion associated with regenerative braking where a high battery SoC may not be desirable. The controller 102 may discharge (e.g., deplete) the battery or not charge it due to the associated use of the friction braking system or other costs of the objective function associated with the emissions output 124, financial cost, or electrical energy supplied from the conductive element. The electrical energy available from (or actually derived from) the conductive element 220 can be one of various energy sources evaluated according to various objective functions. The vehicle 100 can include a generator (e.g., a traction motor for generating electrical energy via regenerative braking while going down the slope of a route segment). The amount of electrical energy received between different route segments may be based on the slope. For example, the battery can be depleted when passing through a route segment before a downhill slope or charged when passing through a route segment before an uphill slope, as shown in FIG. 2.

[0121] The controller 102 can control charging based on battery health parameters such as the time the charge state exceeds a threshold, the charge rate, or the thermal load applied to the battery. For example, by charging at a position close to the end of the conductive element, the period during which the battery 312 is in a fully charged state can be shortened, thereby assisting in battery degradation. Conversely, starting the battery charge earlier can reduce the charge rate, thereby reducing the thermal load on the battery, thereby assisting in battery degradation. Similarly, the controller 102 can deplete the battery 312 according to battery health parameters such as the SoC exceeding the SoC threshold, or shorten the excursion time when the battery SoC is below the SoC threshold. For example, the objective function can incorporate various battery health parameters such as temperature, charge / discharge cycles, high SoC or low SoC time.

[0122] The controller 102 can control the amount of electrical energy received from the conductive element 220 according to the vehicle speed, which is based on another part of the route. For example, the vehicle 100 can travel at a lower speed on a certain part of the route to increase the amount of energy provided to the battery, thereby using the stored energy to increase the vehicle speed between other parts of the route. Combining the speed reduction (while receiving energy from the conductive element 220) with the speed increase along other parts of the route can shorten the total route travel time, or in some cases, provide benefits according to the objective model (for example, the stored energy can reduce the emissions output 124 associated with subsequent speed increases).

[0123] The amount of electrical energy received from the conductive element 220 can be associated with the current speed of the vehicle or based on a portion of the amount of energy received from the provision to the energy storage device 106 as described above. The stored energy can be used to propel the vehicle or to perform various auxiliary functions of the vehicle. For example, charging a battery that will later be used for various functions other than vehicle propulsion can affect the emissions output, for example, by reducing the load on the engine assembly, and reducing the load on the engine assembly can result in an increase in vehicle speed, an improvement in the fuel substitution rate, assistance with engine assembly start-stop operation, and the like.

[0124] FIG. 8 is a block diagram showing the architecture of a computer system 800 that can be used to implement the elements of the systems and methods described and illustrated herein. The computer system or computing device 800 can include or be used to implement the controller 102 or its components, and the components of the vehicle. The computing system 800 includes at least one bus 805 or other communication component for communicating information, and at least one processor 810 or processing circuit coupled to the bus 805 for processing information. The computing system 800 can also include one or more processors 810 or processing circuits coupled to the bus for processing information. The computing system 800 also includes at least one main memory 815, such as random access memory (RAM) or other dynamic storage device, which is coupled to the bus 805 for storing information and instructions to be executed by the processor 810. The main memory 815 can be used to store information during execution of instructions by the processor 810. The computing system 800 can further include at least one read only memory (ROM) 820 or other static storage device coupled to the bus 805 for storing static information and instructions for the processor 810. A storage device 825, such as a solid state device, magnetic disk, or optical disk, can be coupled to the bus 805 for permanently storing information and instructions (e.g., for the data repository 120).

[0125] The computing system 800 can be coupled via the bus 805 to a display 835, such as a liquid crystal display or an active matrix display. Input devices 830, such as a keyboard or a mouse, can be coupled to the bus 805 for communicating information and commands to the processor 810. The input device 830 can include a touch screen display 835.

[0126] The processes, systems, and methods described herein can be implemented by computing system 800 in response to the processor 810 executing an array of instructions included in main memory 815. Such instructions can be read into main memory 815 from another computer-readable medium, such as storage device 825. Executing the array of instructions included in main memory 815 causes computing system 800 to execute the exemplary processes described herein. One or more processors in a multiprocessing configuration can also be used to execute the instructions included in main memory 815. Instead of, or in combination with, software instructions, hardwired circuitry can be used with the systems and methods described herein. The systems and methods described herein are not limited to any particular combination of hardware circuitry and software.

[0127] Although an exemplary computing system has been described with reference to FIG. 8, the subject matter including the operations described herein can be implemented in other types of digital electronic circuitry, or in computer software, firmware, or hardware, including the structures disclosed herein and their structural equivalents, or in a combination of one or more of them.

[0128] FIG. 9 is a flowchart showing a method 900 for vehicle energy source selection according to some embodiments. The current fill state of the fuel is determined at operation 902. An indication of the emissions target for vehicle 100 is received at operation 904. Vehicle 100 includes one or more energy conversion devices 104 configured to generate mechanical operation from various energy sources including fuel. An indication of the emissions output 124 for each of the various energy sources is received at operation 906. Based on the emissions target 122, current fill state, and emissions output 124 for each of the various energy sources, the fuel consumption rate is adjusted at operation 908.

[0129] In some embodiments, the fuel consumption rate is adjusted based on the target lifespan for one or more energy conversion devices 104. For example, the consumption rate can be adjusted downward during high engine load or during low RPM / high torque conditions to extend the lifespan of the crankshaft, and can be adjusted downward to reduce the heat accumulated in the engine during sustained operation.

[0130] In some embodiments, a further consumption rate can be determined for a further energy source. For example, a second consumption rate for a second fuel among various energy sources can be adjusted, and this adjustment can also be based on the emissions target 122. The second consumption rate can be adjusted based on the fill state of the second fuel and the second emissions output for the second fuel. In some embodiments, one of the first fuel or the second fuel can be a hydrocarbon fuel, and the other of the first fuel or the second fuel can be an alternative fuel to the hydrocarbon fuel (e.g., ammonia, hydrogen, or natural gas). In some embodiments, the method includes determining a third consumption rate of electrical energy of the battery based on the state of charge (SoC) of the battery. For example, the third consumption rate of electrical energy can correspond to a positive or negative ratio (e.g., charging or discharging of the battery).

[0131] Any adjustment of the consumption rates can be dependent on other consumption rates. For example, the adjustment of the fuel consumption rate can be based on the second and third consumption rates. The determination of any of the above consumption rates, the second consumption rate, or the third consumption rate (e.g., the above fuel consumption rate, the second consumption rate of the second fuel, and the third consumption rate of electrical energy) can be made according to the minimum value of the objective function.

[0132] Figure 10 is a block diagram of a controller 102 for vehicle energy source selection that interfaces with various additional components of the environment. The controller 102 can include one or more processors coupled to a memory. For example, the one or more processors can be disposed close to each other or away from each other. The controller 102 can be coupled to an energy storage device of the vehicle 100, and the energy conversion device 104 is configured to generate mechanical operation from a plurality of fuels. The controller 102 is configured to receive an indication of an emissions target 122 for the vehicle 100. The controller 102 is configured to receive an indication of a first emissions output 124 corresponding to a first fuel of the plurality of fuels and a second emissions output corresponding to a second fuel of the plurality of fuels. The controller 102 is configured to execute an objective function for selecting a first consumption rate for the first fuel and a second consumption rate for the second fuel. More specifically, the controller 102 selects the first and second consumption rates based on the emissions target, the first emissions output, and the second emissions output.

[0133] The controller further selects the first and second consumption rates based on vehicle operation parameters, and the operation parameters are negatively correlated with a third emissions output for the vehicle. For example, the operation parameters can relate to fuel cost, equipment life parameters, vehicle speed, transport load, number of completed trips, etc.

[0134] In some embodiments, the controller 102 is the system controller 102. The system can include any of the components disclosed herein. For example, the system can include one or more energy conversion devices 104 operably coupled to the controller 102. The system can include one or more energy storage devices 106 operably coupled to the controller 102.

[0135] Figure 11 is a flowchart showing a method 1100 for vehicle propulsion. During operation 1102, while traveling along a route based on a control signal generated by controller 102, electrical energy from an external conductive element 220 of vehicle 100 is received at the electrical port 306 of vehicle 100. The controller 102 determines, in operation 1104, a first consumption rate of a first fuel. This determination is based on the energy demand for the energy conversion device 104 of vehicle 100, where the energy conversion device 104 is configured to receive the first fuel and a second fuel. The determination is based on the amount of electrical energy. The determination is based on a second consumption rate of the second fuel.

[0136] In some embodiments, the controller 102 determines the first consumption rate based on an emissions target 122, a first emissions output 124 for the first fuel, and a second emissions output 124 for the second fuel. For example, the controller 102 can determine the consumption rate by determining a plurality of emissions outputs 124 (e.g., at least the first and second emissions outputs 124). In some cases, such a consumption rate may not correspond to the minimum emissions output 124. For example, the controller 102 can determine a total emissions output 124 (e.g., the sum of at least the first emissions output 124 and the second emissions output 124) that is less than the emissions target 122. This amount can be determined to adjust non-emission aspects such as travel speed, time between refuelings, and the like.

[0137] In some embodiments, method 1100 includes determining, by controller 102, a source of electrical energy. For example, method 1100 can determine that the electrical energy is supplied from a solar panel, coal or other carbon-based source, or regenerative braking within the vehicle. Determining the source can include determining a composite source, such as an energy grid, that receives energy from each of a renewable source and a non-renewable source. The controller can determine an emissions output associated with the electrical energy based on the source. For example, the controller can determine the output based on data received from a grid operator or other data source. Controller 102 can determine a first consumption rate based on emissions output 124.

[0138] In some embodiments, controller 102 can receive various route segments of a route. Controller 102 can adjust the amount of electrical energy based on the predicted load demand of the vehicle while the vehicle travels a first route segment of the route segments and while the vehicle travels a second route segment of the route segments. For example, as the vehicle approaches an overhead line portion, an uphill portion, or a downhill portion of the route, controller 102 can adjust the amount of energy received (e.g., to avoid charging the battery before a downhill portion where regenerative braking may be used).

[0139] Furthermore, the controller 102 can allocate the first and second portions of the emission target 122 to the first and second route segments. The controller 102 can determine the amount of electrical energy to meet the emission target based on a plurality of segments. For example, the controller can cause the emission output 124 to have a time difference (e.g., show more emissions on the uphill portion and less emissions on the downhill portion). Thus, the first portion of the emission target may not achieve the emission target, the second portion of the emission target may achieve the emission target, and the combination of the first portion and the second portion can achieve the emission target 122. In some embodiments, the controller 102 can determine or adjust the speed of the vehicle based on the amount of electrical energy. For example, the controller 102 can increase the speed when electrical energy is available to propel the vehicle, or decrease the speed when electrical energy is not available (or when the available electrical energy is less than the load demand, such as in the case of battery recharge). The amount of electrical energy itself may depend on the speed. For example, higher speed driving on a route segment including the conductive element 220 may reduce the total amount of electrical energy received from the conductive element 220. The controller 102 can determine the amount of electrical energy based on the speed of the vehicle.

[0140] When terms such as "generally", "about", "substantially", etc. are used herein, it is intended that they have a broad meaning consistent with the generally accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of ordinary skill in the art considering this disclosure that these terms are intended to enable the description of these features without restricting them to the precise numerical ranges provided for some of the features described and claimed. Thus, these terms should be interpreted to indicate that minor or non-essential modifications or variations of the described and claimed subject matter are considered to be within the scope of the disclosure as set forth in the appended claims.

[0141] When the terms "exemplary" and its variants are used herein to describe various embodiments, it should be noted that such embodiments are intended to be possible examples, representations, or illustrations of possible implementation forms (and that such terms do not imply that such embodiments are necessarily special examples or the best examples).

[0142] When the terms "coupled" and its variants are used herein, it means joining two members directly or indirectly to each other. Such joining can be fixed (e.g., can be made permanent or adhered) or movable (e.g., can be removable or releasable). Such joining can be achieved by two members directly coupled to each other, two members coupled to each other using one or more separate intervening members, or two members coupled to each other using intervening members integrally formed as a single body. When "coupled" or its variants are modified by additional terms (e.g., directly coupled), the general definition of "coupled" provided above is modified by the plain language meaning of the additional term (e.g., "directly coupled" means the joining of two members without separate intervening members), and a definition narrower than the general definition of "coupled" provided above is obtained. Such coupling can be mechanical, electrical, or fluidic. For example, circuit A being communicatively "coupled" to circuit B can mean that circuit A communicates directly with circuit B (i.e., without intervening members) or communicates indirectly with circuit B (e.g., via one or more intervening members).

[0143] The figures and descriptions may indicate a specific order of method steps, but such step order may be different from that shown and described, unless otherwise specified. Also, unless otherwise specified, two or more steps may be executed simultaneously or partially simultaneously. Such variations may depend, for example, on the selected software and hardware systems as well as the designer's choices. All such variations are within the scope of this disclosure. Similarly, standard programming techniques can be used together with rule-based logic and other logics to implement the software implementation form of the described method and achieve various connection steps, processing steps, comparison steps, and decision steps.

[0144] It is important to note that the structures and configurations of vehicle 100 shown in various exemplary embodiments are merely illustrative. For example, some component of vehicle 100 or some component for vehicle 100 (e.g., some component that interfaces with vehicle 100) can be positioned remotely from vehicle 100. Additionally, any element disclosed in one embodiment can be combined with or utilized with any other embodiment disclosed herein. Although only an example of an element from one embodiment that can be incorporated into or utilized in another embodiment has been described, it should be understood that other elements of the various embodiments can be combined with or utilized with any of the other embodiments disclosed herein.

Description of Reference Numerals

[0145] 100 vehicle 102 controller 104 energy conversion device 106 energy storage device 106A first energy storage device 106B second energy storage device 106C third energy storage device 108 energy distribution system 110 Route Planner 112 Discharge Aggregator 120 Data Repository 122 Discharge Target 124 Discharge Output 126 Route Data 128 Load Data 200 Route Map 202 First Route Segment 204 Second Route Segment 206 Third Route Segment 208 Fourth Route Segment 210 Fifth Route Segment 212 Fueling Station 214 Fixed Charging Station 216 Receiving Facility 218 Supply Facility 220 Conductive Element 300 Energy Flow Diagram 302 Diesel Storage Tank 302A Petroleum Diesel 302B HVO 302C Biodiesel 304 CNG / LNG Storage Tank 304A Green Source 304B Blue Source 304C Gray Source 306 Electric Port 308 Engine 310 Alternator 312 Battery 314 Traction Motor 400 Intensity-Product Diagram 402 Productivity Axis 404 Carbon Intensity Axis 406 First Part 408 Minimum Value 410 Operating Point 412 Second Part 414 Vertical Part 416 Fourth Part 418 Fifth Part 500 User Interface 502 First Column 504 Second Column 506 Third Column 508 Fourth Column 510 First Transport Truck 512 Second Transport Truck 514 Third Transport Truck 516 First Row 518 Second Row 520 Third Row 522 Fourth Row 524 Fifth Row 600 System 702 Pantograph 800 Computer System, Computing Device, Computing System 805 Bus 810 Processor 815 Main Memory 820 ROM 825 Storage Device 830 Input Device 835 Display 900 Method 1100 Method

Claims

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

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

3. The controller:

2. The system of claim 1, further configured to determine the first consumption rate of the first fuel and the second consumption rate of the second fuel based on the amount of the electrical energy received from the conductive element.

4. The controller:

2. The system of claim 1, further configured to determine the first consumption rate of the first fuel and the second consumption rate of the second fuel based on a source of the electrical energy received from the conductive element.

5. The controller: receiving the route comprising a plurality of route segments; 2. The system of claim 1, further configured to cause the vehicle to receive an amount of electrical energy from the electrical port along a first route segment of the plurality of route segments, the amount of electrical energy being based on a second route segment of the plurality of route segments.

6. The controller: The system of claim 5 , configured to determine the amount of electrical energy based on a speed of the vehicle traversing the first route segment, the speed being based on the second route segment of the route.

7. The controller:

6. The system of claim 5, configured to determine the amount of electrical energy based in part on an amount of electrical energy provided to an energy storage device, the energy storage device configured to provide the electrical energy to a traction motor during the second route segment of the route.

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

9. the energy transforming device is configured to generate the electrical energy from a fuel source; The controller: Receive metrics for emissions targets; receiving an indication of an emissions output corresponding to said fuel source and amount of electrical energy; The system of claim 1 configured to determine the amount of electrical energy based on the emissions target and the emissions output.

10. 1. A method for vehicle propulsion, comprising: receiving electrical energy at an electrical port of the vehicle from a conductive element external to the vehicle while traveling a route based on control signals generated by the controller; The controller an energy demand for an energy conversion device of the vehicle configured to receive a first fuel and a second fuel; the amount of electrical energy, and a second consumption rate of the second fuel; and determining a first consumption rate of the first fuel based on the first consumption rate.

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

12. determining, by the controller, a source of the electrical energy; determining, by the controller, an emissions output associated with the electrical energy based on the source; and determining, by the controller, the first consumption rate based on the emissions output.

13. receiving, by the controller, a number of route segments for the route; and adjusting, by the controller, the amount of electric energy while the vehicle is traversing a first route segment of the plurality of route segments based on a predicted load demand of the vehicle during traversal of a second route segment of the plurality of route segments.

14. allocating, by the controller, a first portion of an emissions target to the first route segment; allocating, by the controller, a second portion of the emissions target to the second route segment; and determining, by the controller, an amount of the electrical energy to achieve the emissions target; the first portion of the emissions target is inconsistent with the emissions target; the second portion of the emissions target achieves the emissions target; The method of claim 13 , wherein a combination of the first portion and the second portion achieves the emissions target.

15. The method of claim 10 further comprising determining, by the controller, a speed of the vehicle based on the amount of electrical energy.

16. The method of claim 10 further comprising determining, by the controller, the amount of electrical energy based on a speed of the vehicle.

17. A vehicle, an electrical port configured to receive electrical energy from a conductive element external to the vehicle, the conductive element being disposed along a route for the vehicle; an energy conversion device configured to receive a first fuel; A controller, and a controller configured to determine a first consumption rate of the first fuel based on an energy demand for the energy conversion device and the amount of electric energy.

18. The controller: determining the first consumption rate of the first fuel based on a second consumption rate of a second fuel for the energy conversion device; 20. The vehicle of claim 17, further configured to determine the first consumption rate and the second consumption rate based on an emissions target for the vehicle.

19. The controller: a first emissions output for the first fuel; a second emissions output for the second fuel; and 20. The vehicle of claim 18, configured to determine a third emissions output for the electrical energy, wherein a sum of the first emissions output, the second emissions output, and the third emissions output does not exceed the emissions target.

20. The controller: said emissions target; a first emissions output for the first fuel; a second emissions output for the second fuel; and An operating parameter that positively correlates with total emission output for said vehicle.

20. The vehicle of claim 18, configured to execute an objective function for determining the first and second consumption rates based on:

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