System and method for vehicle system charging

Abstract

To provide a system and method for vehicle system charging.SOLUTION: A vehicle system 100 has one or more propulsion-generating vehicles 106A-106C and non-propulsion-generating vehicles 108A, 108B. In the vehicle system, a controller included in the propulsion-generating vehicles controls a transfer of electric energy between two or more energy storage devices of a plurality of energy storage devices, where at least one of the energy storage devices is disposed onboard the vehicle system, identifies a transfer restriction on the transfer, and changes a transfer characteristic based at least in part on the transfer restriction.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application is a continuation-in-part of U.S. Application No. 17 / 476,180, filed September 15, 2021, the entire contents of which are incorporated herein by reference.

[0002] FIELD OF THE INVENTION The subject matter described and disclosed herein relates to systems and methods for charging vehicle systems. [Background technology]

[0003] Some vehicle systems include a power supply system that provides some or all of the necessary propulsion power for the vehicle systems. As the number of vehicle systems that rely on electrical power for propulsion increases, the demand for electrical power and the time required to charge at charging stations or facilities that include charging stations may increase. A vehicle system that needs to be charged may have to wait if a charging station is occupied by another vehicle system or if available charging stations are not equipped to charge that vehicle system. A charging station may not be configured to allow multiple vehicle systems that need to be recharged to receive the amount of electrical energy or power necessary to complete a trip within the required time and / or cost. It may be desirable to have a system and method different from those currently available. Summary of the Invention

[0004] According to one example or aspect, a controller controls a transfer of electrical energy between two or more energy storage devices of a plurality of energy storage devices, at least one of the energy storage devices being disposed onboard a vehicle system, and identifies a transfer constraint for the transfer. The controller modifies a transfer characteristic based at least in part on the transfer constraint.

[0005] According to one example or embodiment, a system includes a controller to monitor the transmission of electric energy between one or more energy storage devices disposed on-board one or more vehicle systems and an energy transmission substation not on-board the one or more vehicle systems. The controller identifies transmission constraints on one or more of: (a) the transmission of electric energy from the one or more vehicle systems to the energy transmission substation; or (b) the transmission of electric energy from the energy transmission substation to one or more energy storage devices on-board the one or more vehicle systems. The controller modifies one or more of the transmission amount or transmission rate of electric energy between the one or more energy storage devices on-board the one or more vehicle systems and the energy transmission substation based on the transmission constraints.

[0006] According to one example or aspect, a method may include controlling a transfer of electrical energy between two or more energy storage devices of a plurality of energy storage devices, at least one of the energy storage devices being disposed onboard a vehicle system, and identifying a transfer constraint for the transfer. The method may include modifying a transfer characteristic based at least in part on the transfer constraint.

[0007] According to one example or embodiment, a vehicle system may include an inverter device coupled to a motor. The inverter device may receive electrical energy generated by dynamic braking of the motor from the motor. The vehicle system may include an energy storage device coupled to the inverter device and a variable resistance component disposed between the inverter device and the energy storage device. The variable resistance component may control a flow direction of electrical energy from the inverter device toward one or more of the energy storage device, a resistive grid, or a system load. The variable resistance component may control the flow direction of electrical energy from the inverter device based on one or more of a first amount of electrical energy flowed outward from the inverter device, a transmission rate of the electrical energy flowed out of the inverter device, or one or more characteristics of the energy storage device. [Brief explanation of the drawings]

[0008] The subject matter of the present invention will be understood from reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which: [Figure 1] FIG. 1 is a diagram illustrating a vehicle system according to an embodiment. [Figure 2] FIG. 1 is a diagram illustrating a vehicle system according to an embodiment. [Figure 3] FIG. 1 is a diagram illustrating communication between vehicle systems according to one embodiment. [Figure 4] 1 is a diagram illustrating a schematic of multiple vehicle systems in a system for charging vehicle systems according to one embodiment. [Figure 5] FIG. 1 is a diagram illustrating a system for charging multiple vehicle systems according to one embodiment. [Figure 6] 1 is a diagram illustrating a schematic of a system for charging a vehicle system according to one embodiment. [Figure 7] FIG. 1 illustrates a vehicle system according to one embodiment. [Figure 8] FIG. 1 illustrates a schematic of a power system according to one embodiment. [Figure 9] FIG. 9 illustrates the schematic graph shown in FIG. 8, according to one embodiment. [Figure 10] FIG. 2 illustrates a schematic diagram of a method according to an embodiment. [Figure 11] FIG. 2 illustrates a schematic diagram of a method according to an embodiment. [Figure 12] FIG. 1 is a diagram illustrating a computer system according to one embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Embodiments of the subject matter described herein relate to systems and methods for electric vehicles. In one example, a method is provided for monitoring and managing the charging of vehicles with electric power. The vehicles may be part of a vehicle system. The vehicle system may be charged with electric power at a facility, which may include multiple substations that provide power to vehicle systems at the facility and vehicle systems arriving at the facility. A facility control center may direct vehicle systems needing power to a substation capable of receiving power from the vehicle (if the vehicle can generate its own power) or to a substation capable of providing power to the vehicle in the form and amount required by the vehicle. The substations may have different power capacities, and the facility control center may communicate with vehicle systems at the facility, vehicle systems arriving at the facility, and vehicle systems departing from the facility to determine an appropriate substation for each vehicle system needing power.

[0010] The facility may provide power to vehicle systems by connecting to an electric utility's external power grid. The facility may include a small-scale power grid. The facility may include a renewable energy resource. The renewable energy resource may include a solar or wind-based power generation system. The facility may include a stationary power generator. The facility may include one or more types of energy storage systems. The power storage system may store power. The power may come from, for example, an electric utility's power grid, a small-scale power grid, a renewable resource, or from a vehicle electrically coupled to the facility. To supplement the power available at the substation, the facility may include a portable electrical charger. The facility may receive loads at the substation in a form that requires the transmission of power. In one embodiment, the substation may receive power from vehicle systems. The received power may be used to service other loads. The substation may operate to reduce peak demand, reduce overall system load, maintain operating margins for electrical equipment, etc.

[0011] The facility's control center may communicate with the vehicle to determine (and match) the vehicle's needs with the available supply. The vehicle's needs may include, for example, the amount of power required, the specific connection type, and factors related to onboard energy storage (e.g., age, capacity, charging rate, etc.). In particular, the determination may include determining the state of charge of the energy storage system installed in the vehicle system. Other factors may include the amount of time the vehicle system is available to receive power (i.e., when the vehicle's desired departure time is), the priority for the vehicle system to receive power (e.g., contractual provisions or type of cargo), power price (which may be determined according to a time of day), peak power price, average load power transfer, or total power requirements. The control center may include sensors to monitor power transfer. This may be done, for example, by monitoring the current or temperature of power transfer components such as cables. Other sensors may include thermal imaging, magnetic sensors, optical sensors, etc.

[0012] Facility substations may be connected to one another to facilitate the transfer of power from an electric utility grid, a microgrid, renewable resources, or on-site energy generation systems and / or on-site energy storage systems to vehicle systems. The connected substations may enable vehicle systems to transmit or receive power from one or more other vehicle systems at one or more connected substations. Vehicle systems that are not equipped to receive power from a facility substation may still receive power from another vehicle system(s) through a connection, e.g., a DC bus, at the connected substation(s).

[0013] The control center may monitor the transmission of power and bill owners or operators of vehicle systems receiving power at the facility. The control center may monitor the transmission of power and determine the efficiency of the transmission of power to the vehicle systems. The control center may monitor the transmission of power and control the flow of power to the vehicle systems based on the power required by the vehicle systems, the time the vehicle systems are available to receive power, the priority for the vehicle systems to receive power, and / or the price of power. Based on these factors, the control center determines which substations are available to provide power to the vehicle systems.

[0014] While one or more embodiments are described in connection with a rail vehicle system, not all embodiments relate to a rail vehicle system. Furthermore, the embodiments described herein cover multiple types of vehicle systems. Suitable vehicle systems may include rail cars, automobiles, trucks (with or without trailers), buses, ships, aircraft, mining vehicles, agricultural vehicles, and off-highway vehicles. Suitable vehicle systems described herein may be formed from a single vehicle. In other embodiments, a vehicle system may include multiple vehicles moving in coordination. For a multiple-vehicle system, the vehicles may be mechanically coupled to each other (e.g., by a coupler) or may be virtually or logically coupled rather than mechanically coupled. For example, if separate vehicles communicate with each other to coordinate their movement so that the vehicles travel together (e.g., as a convoy, platoon, swarm, fleet, etc.), the vehicles may be communicatively coupled rather than mechanically coupled. Suitable vehicle systems may be rail vehicle systems that run on tracks or vehicle systems that run on roads or routes.

[0015] Referring to FIG. 1 , a vehicle system 100 includes one or more propulsion-producing vehicles 106 (e.g., vehicles 106A-C) and non-propulsion-producing vehicles 108 (e.g., vehicles 108A-B). One or more of the propulsion-producing vehicles may include a controller 102. While the vehicle system travels along a path 104, the propulsion-producing vehicles and the non-propulsion-producing vehicles may be mechanically coupled together by a coupler 110. While the description of the vehicle system with reference to FIG. 1 relates to a consist, e.g., a rail consist having a locomotive as the propulsion-producing vehicle and a rail car as the non-propulsion-producing vehicle, one or more embodiments described herein may instead apply to other types of vehicle systems and / or vehicles, such as other off-highway vehicles (e.g., mining vehicles or other vehicles that may not be designed or legally permitted to operate on public roadways), marine vehicles, automobiles, trucks, or aircraft. Additionally, a vehicle system may be formed from a single vehicle rather than multiple vehicles. Optionally, in a vehicle system formed from several vehicles, the vehicles may be spaced apart from one another, but may be logically linked to one another so that the vehicles communicate with one another and coordinate their movements with one another (whereby the separate vehicles move together as a larger vehicle system or convoy along a route).

[0016] Each of the propulsion-producing vehicles includes a propulsion system (112). Each propulsion system may have a traction motor operably coupled to the axles (114) and / or wheels (116) of the propulsion-producing vehicle. The traction motor may be coupled to the axles and / or wheels via one or more gears, gear sets, or other mechanical devices, thereby converting rotational motion generated by the traction motor into rotation of the axles and / or wheels to propel the vehicle, and therefore the vehicle system. Different traction motors may be operably connected to different axles and / or wheels, such that traction motors that can be deactivated (e.g., powered off) do not rotate the corresponding axles and / or wheels, while traction motors that remain activated (e.g., powered on) rotate the corresponding axles and / or wheels.

[0017] Referring to FIG. 2 , the vehicle system may include a communication system (118). The communication system may include a communication device (120) (e.g., communication devices (120A-D)) located onboard the propulsion-generating vehicle. The communication device represents hardware circuitry that may include and / or be connected to one or more processors (e.g., one or more microprocessors, one or more field programmable gate arrays, and / or one or more integrated circuits) that perform the operations described herein in connection with the communication device. The communication device may include or represent transceiver circuitry, such as modems, routers, antennas, and switches. The communication device may execute one or more software applications that direct the operation of the processor and / or transceiver circuitry. The communication device transmits and / or receives data signals or messages between the communication devices. One or more other devices onboard the vehicles of the vehicle system may communicate data with each other via the communication device.

[0018] The communication devices communicate with each other to coordinate the operation of the vehicles in the vehicle system. The communication devices may be wired, wirelessly, or manually configured on an open circuit. In one embodiment, one of the communication devices is a lead communication device mounted on the lead propulsion vehicle (106A) of the vehicle system. The remaining communication devices may be rear communication devices mounted on the corresponding rear propulsion vehicles (106B-106D). The lead propulsion vehicle can remotely control the movement of the rear propulsion vehicles by wirelessly transmitting messages to the rear communication devices of the rear propulsion vehicles. While FIG. 2 shows the lead propulsion vehicle at one end of the vehicle system, the lead vehicle need not be located at either end of the vehicle system, nor need it be located further forward than the rear propulsion vehicles along the direction of travel of the vehicle system.

[0019] In operation, communication devices of the same vehicle system communicate with each other within time constraints dictated by a message cycle. The message cycle defines a schedule that dictates when different communication devices are available to communicate (e.g., transmit and / or receive wireless signals). The message cycle can prevent different communication devices on different vehicle systems from wirelessly communicating messages at the same time, which could result in messages not being received due to wireless interference between opposing vehicle systems.

[0020] Referring to FIG. 3 , multiple vehicle systems (100A, 100B, 100C) may be within wireless range of each other. Each communication system in each vehicle system has a wireless range (200). As shown, the wireless ranges (200A, 200B, 200C) of different communication systems overlap with each other. If these communication systems use the same channel to transmit wireless signals, wireless signals communicated between vehicles in one vehicle system may interfere with wireless signals communicated between vehicles in another vehicle system. Because these signals may include instructions regarding changes to the way vehicles in the vehicle system should move (e.g., changes to throttle settings and / or brake settings), interference with the normal communication of signals may pose a serious threat to the safe operation of the vehicle systems. To prevent or mitigate the possibility of such interference, the communication systems use defined message cycles to limit communication between different vehicle systems (100A, 100B, 100C) when they are permitted.

[0021] The communication devices of the vehicle systems may communicate with one or more other sets of equipment not onboard. For example, a control center's control tower (137) may have a transceiver (139) to communicate with the communication devices of the vehicle systems. Offboard repeater (164)(ies) may have processor(s) (166) and transceiver (168) to receive and repeat communications from the control tower, the vehicle systems, or the communication devices of the vehicles of the vehicle systems. The offboard repeater may repeat signals from the control tower to one or more vehicle systems, or from one vehicle system to one or more other vehicle systems, or from one vehicle of the vehicle system to one or more other vehicles of the same vehicle system. Suitable offboard sets of equipment may include, for example, cell towers, Wi-Fi, wide area network (WAN)-enabled devices, and Bluetooth-enabled devices, communication satellites (e.g., low earth orbit satellites, or "LEO" satellites), and other vehicles. These communication devices may then relay information to other vehicles or back-office locations. The communicated information may be communicated instantly, near-instantaneously, or periodically. Periodic communication may take the form of "when available" uploads, where a data storage device uploads to a data repository when a communication channel is open. The communication device may also communicate information by manual upload, where uploading is accomplished by downloading information to a USB drive or computing device (such as a smartphone, laptop, or tablet) and communicating the information from that device to the repository.

[0022] Referring to FIG. 4 , facility 122 may house multiple vehicle systems. For example, in the case of a multiple-vehicle vehicle system, the facility may be any space where the vehicle system is brought for charging, fueling, loading, unloading, and / or configuration of the vehicles. According to one example, the vehicle system may be a railroad vehicle, and the facility may be a rail yard where the railroad vehicles are loaded and / or unloaded. The railroad vehicles may be charged and fueled. The railroad vehicles may be configured for new service, for example, by adding or removing propulsion-producing and / or non-propulsion-producing vehicles from the vehicle system. According to one example, the facility may be a truck stop or power distribution facility where trucks may be unloaded and / or loaded, fueled, and / or connected to one or more trailers.

[0023] The vehicle system may enter the facility along a designated route 126 to a service area 128. In one example, the designated route may be railroad tracks. In one example, the designated route may be lanes painted on the surface of a truck stop that direct trucks to various service areas. At the service area, the vehicle system may be serviced by a service station 124. In one example, the service station may be an energy transmission substation that provides charging for the vehicle system's batteries. In one example, the service station may be a fuel station that provides fuel. Suitable fuels may include liquid or gaseous fuels. Liquid fuels may include gasoline, kerosene, alcohols, or diesel. Gaseous fuels may include ammonia or hydrogen. Suitable diesels may include regular diesel, biodiesel, and hydrogenation-derived diesel (HRD).

[0024] Referring to FIG. 5 , a system (130) for managing facility operation may include or be coupled to an electric utility (132). The electric utility may be a power grid connected to a remote power generation source. The system (130) may also include a local power generator (134). The local power generator may be connected to the electric utility to supplement the power provided by the electric utility. The local power generator may generate power, for example, by gas or steam turbines, fuel cells, and / or by renewable sources such as hydroelectric power, thermal power, solar panels, or wind turbines. The local power generator may be, for example, a microgrid. The microgrid may be connected to the electric utility's bulk power grid and operate in sync with the electric utility's bulk power grid, or may be disconnected from the electric utility's bulk power grid and operate autonomously or independently of the electric utility as technical, economic, or environmental conditions dictate.

[0025] The facility may include one or more on-site energy storage devices (144) for storing power from the electric utility and / or local power generators. The one or more on-site energy storage devices may be, for example, battery storage systems. The one or more on-site energy storage devices may provide power to the service station through terminals (145) even when the demand for power from vehicle systems at the facility exceeds the power available from the electric utility and / or local power generators and / or on-site energy storage devices. The total available power may be affected by the cost of available power and its cost as a function of time. For example, the total available power may be affected by the time of day, the cost of power during peak demand periods, and / or the availability of power from renewable sources.

[0026] The system may include a control center (136) that communicates with vehicle systems at the facility and with vehicle systems outside the facility traveling to the facility for service. The control center may include communications equipment for communicating with the vehicle systems and a computer for storing data and controlling the operation of the service station. The control center manages and limits power drawn from the electric utility, local power generators, and / or on-site energy storage to provide the required charge for each vehicle system at the facility. The control center may be staffed to monitor and / or operate the communications equipment and computers.

[0027] The system may include an energy transmission substation or charging station (138) for charging vehicle systems in the facility's service area. The energy transmission substation transmits electrical energy from an electric utility, a local power generator, and / or on-site energy storage device(s) to the vehicle systems located at the energy transmission substation. The energy transmission substation is connected to the electric utility, the local power generator, and / or the on-site energy storage by power lines (140). The energy transmission substation provides power to the vehicle systems through electrical connections (142). The energy transmission substation may include, for example, portable chargers that can be moved throughout the facility to provide emergency power. The electrical connections may be, for example, cables (e.g., overhead lines). According to one example, the electrical connections may include cables with respective connectors that are manually or automatically connected to respective charging ports on the vehicles. According to one example, the electrical connection may include pantograph(s) mounted on the vehicle(s), which are connected to an overhead line or engaged with overhead line(s) that deliver current to the vehicle(s) through the pantograph. According to one example, the vehicle system may be a rail vehicle, and the energy transmission substation may provide power to the rail vehicle through a third rail of the track on which the rail vehicle operates. According to one example, the energy transmission substation provides power to the vehicle system through wireless power transmission, such as inductive or capacitive coupling. The energy transmission substation may transmit power unidirectionally to the vehicle system, i.e., only from the electric utility, local power generator, and / or on-site energy storage to the vehicle system. The energy transmission substation may operate bidirectionally, providing power from the electric utility, local power generator, and / or on-site energy storage to one or more vehicle systems and from one or more vehicle systems to the electric utility, local power generator, on-site energy storage, and / or other vehicle systems. The energy transmission level may be constant or may vary according to the time of day, the cost of electricity (e.g., during peak electricity demand periods), and the availability of electricity (e.g., from renewable sources).

[0028] Energy transmission substations may have different maximum power transfer capabilities. For example, one or more energy transmission substations may provide a maximum power transfer of 2 MW, and one or more energy transmission substations may provide a maximum power transfer of 1 MW. An electric utility may provide a maximum power transfer to the energy transmission substations in the system. The electric utility's maximum power transfer may be augmented by local power generators and / or on-site energy storage. A control center allocates available power from the electric utility, local power generators, and / or on-site energy storage during average and peak demand periods.

[0029] Two or more of the energy transmission substations may be connected by an electrical connection (146). The electrical connection may be, for example, a DC bus or overhead lines that transmit power from one or more energy transmission substations to one or more vehicle systems in one or more service areas. According to one example, the vehicle systems may be rail cars operating on a track, and the electrical connection may be a third rail of the track that transmits power to the vehicle systems. The vehicle systems connected to the electrical connection may transmit power between or among each other through the electrical connection.

[0030] The system may include sensors (162) that provide information about system components, vehicle system components, and ambient conditions. Sensors may be located throughout the facility, including within the energy transmission substations. Sensors may include voltmeters and current (ampere) sensors that provide information about power transfer between each energy transmission substation and each vehicle system. Sensors may include temperature sensors that provide information about the temperature of facility and vehicle system components. For example, a temperature sensor may provide information about the temperature of overhead lines that transfer power from the energy transmission substations to the vehicle systems. A temperature sensor may provide information about the temperature of the facility's vehicle systems or the batteries of the on-site energy storage device(s). The system may include temperature sensors that provide ambient temperature readings throughout the facility. Sensors may provide information about other ambient conditions, such as humidity and barometric pressure. Sensors may provide information about the temperature of electrical connections, such as cables, electrical connectors to charging ports, or current collectors such as pantographs. Sensors may provide information to a control center and / or vehicle systems.

[0031] Referring to Figure 6, a system (150) for transferring power between vehicle systems may include a first vehicle system (100D) connected to an energy transfer substation or a portable charger by a charging connection (143). The charging connection may include a surge protector. The surge protector may be an active surge protector or a passive surge protector. The passive surge protector may include a ferrite bead.

[0032] The system may include a second vehicle system (100E) that may include an on-board power generator (158), but that cannot be connected to an energy transfer substation or a portable charger. The on-board power generator may be, for example, a generator that runs on fuel, such as diesel or fuel cell(s). According to one example, the first vehicle system is a battery-electric locomotive of a rail vehicle. The first vehicle system receives power from an energy transfer substation or a portable charger. The first vehicle system may receive power in the form of DC power, for example, 1000 V DC from a power source, or a variable DC voltage, such as from a smart charger. The first vehicle system may receive power in the form of AC power. The AC power may be, for example, three-phase AC at a voltage of 480 volts and a frequency of 60 Hz. The AC power is provided to the propulsion system and one or more accessory systems (148) through a series of current converters (152). The one or more accessory systems may be, for example, an air conditioning system or other electrically powered systems of the vehicle system. The first vehicle system may include one or more filter capacitors (154) to filter out low frequency currents and direct high frequency currents to one or more energy storage devices (156) onboard the first vehicle system, which may be one or more batteries.

[0033] The first vehicle system may provide power to a power generator onboard the second vehicle system through an electrical connection. The first vehicle system may include, for example, a head-end generator generating three-phase alternating current at a fixed voltage and frequency. The head-end power alternator may provide power to the power generator onboard the second vehicle system at the same voltage and frequency that the energy transfer substation or portable charger provides to the first vehicle system. Alternatively, the head-end generator may provide power at a different frequency and voltage. For example, the charging input may be DC, and the head-end power may be provided at 480 V, 60 Hz. Additionally, the system may include multiple electrical connections (e.g., buses) so that multiple vehicles can exchange power through the power line(s).

[0034] The first vehicle system may include a transformer or converter or power conditioning equipment, which may include an inductor, a capacitor, a DC / DC converter, a DC / AC converter or an AC / DC converter of the second vehicle system, to provide power to an on-board energy storage device of the second vehicle system through a filter system or converter.

[0035] Vehicle systems may differ in energy storage capacity (e.g., battery storage capacity), power charging capability, energy and power requirements, and allowable charging time (e.g., to meet the vehicle system's planning requirements). A control center monitors vehicle systems at a facility and those scheduled to arrive at the facility, manages the facility, and assigns vehicle systems to service areas so that the vehicle systems can receive the required charge within the allowable time. The control center monitors existing power transmission capacity between vehicle systems from energy transmission substations, and limits and manages power drawn from facilities, local power generators, on-site energy storage device(s), electrical connection (e.g., DC bus) limitations, and vehicle-to-vehicle power transmission capacity. The control center may consider the cost of electricity, including varying costs due to, for example, time of day, peak power demand, and availability from renewable sources.

[0036] The control center may include information regarding the facility's service area and the capabilities and / or capacities of equipment at the facility, such as the current available from energy transmission substations. The information may include temporary energy transmission constraints on equipment capabilities. For example, the information may include limits on the current that can be provided to one or more energy transmission substations from an electric utility, a local power generator, and / or an on-site energy storage device(s) to one or more vehicle systems at the facility.

[0037] The control center may receive information from vehicle systems at the facility and vehicle systems scheduled to arrive at the facility and use this information to manage the transfer of electric energy between the electric utility, local power generators, and / or on-site energy storage device(s) and the vehicle systems. The control center may modify one or more energy transfer characteristics based on one or more energy transfer constraints. For example, the control center may receive information that an energy storage device (e.g., a battery system) onboard the vehicle system is hot and may reduce or stop the transfer of electric energy from the energy transmission substation to the vehicle system until the temperature drops below a threshold temperature to prevent damage to the onboard energy transmission substation. As another example, the control station may monitor the state of charge (SOC) and capacity of the onboard energy storage devices and control the transfer of electric energy to one or more vehicle systems to achieve their required SOC and / or capacity within the required time for each vehicle system according to the capabilities of each energy transmission substation.

[0038] FIG. 7 illustrates a vehicle system (300) according to one embodiment. In the illustrated embodiment, the vehicle system may be a single vehicle including multiple wheels (302) that interface with a path along which the vehicle system travels. The vehicle system may include a controller (308) disposed onboard the vehicle system. The controller may represent a control module and may include one or more processors, microcontrollers, or other logic-based devices and / or associated software or instructions to perform one or more operations described herein. The controller controls the operation of the vehicle system, such as by controlling the traction and / or braking forces provided by a propulsion system, such as a motor (304) (e.g., a traction motor or engine) and a braking system (306). The controller may be manually operated by receiving instruction signals from an input device (not shown) (e.g., a device for receiving input from an operator, such as, but not limited to, a touchscreen, joystick, keyboard, switch, wheel, or microphone) based on manual input from an operator at the input device. An output device (not shown) may provide information to the operator, such as the current operational settings of the vehicle system, the specified operational settings of the trip plan, the current amount of electrical energy stored on board the vehicle system, and the current storage capacity of the onboard energy storage device (312).

[0039] In one or more embodiments, the controller may be automatically operated to autonomously control the operation of the vehicle system. For example, the trip plan may be provided by an energy management system (not shown) and / or may be stored in a tangible, non-transitory, computer-readable storage medium or memory (not shown) accessible to the controller. In one or more embodiments, the controller and the energy management system may represent two or more control modules. The trip plan may specify operational settings of the vehicle system as a function of time or distance along a route to navigate the vehicle system toward a destination. The specified operational settings of the trip plan may be established to reduce one or more of the fuel consumed by the vehicle system for the trip, the emissions generated, or the time spent on layovers. The energy management system may include one or more processors, microcontrollers, or other logic-based devices and / or associated software or instructions to perform one or more operations described herein.

[0040] Traction components operably coupled to the propulsion system and / or braking system (e.g., traction motors, or brakes such as air brakes, etc.) may control the movement of the wheels (and / or axles, not shown, coupled to the vehicle) of the vehicle system to generate traction to propel the vehicle system along a path. In addition to providing thrust to propel the vehicle system, the propulsion system and / or braking system may function to slow or stop the movement of the vehicle system using dynamic braking.

[0041] The propulsion system and / or braking system may be electrically powered by power (e.g., current) provided by one or more on-board and / or off-board power sources. For example, the vehicle system may be referred to as a hybrid vehicle system, such that the vehicle system can be powered by an off-board external power source, an on-board power source, or a combination of an external power source and an on-board power source. For an on-board power source, the vehicle system may include a power source (not shown), such as an on-board energy storage device and / or one or more fuel cells or batteries. Additionally or alternatively, the on-board power source may include one or more on-board energy sources (not shown) that generate current while on-board the vehicle. For example, the on-board energy source may include a generator and / or alternator that may be connected to the motor by a shaft. Rotation of the shaft by the motor rotates a rotor of the generator, generating electrical energy (e.g., current).

[0042] In one or more embodiments, the on-board energy source may include another type of device, such as one or more solar cells or wind turbines, that generates or stores electrical energy onboard the vehicle. In another example, the on-board energy source may include a traction motor of the propulsion system when the traction motor operates in a dynamic braking mode, where electrical energy is generated by the traction motor while the vehicle system is crawling. At least a portion of the electrical energy generated by dynamic braking may be provided to and stored in an on-board energy storage device. Additionally or alternatively, at least a portion of the electrical energy generated by dynamic braking may be provided to a system load (e.g., vehicle load) and / or a resistive grid (314). In one or more embodiments, the vehicle load may be an auxiliary load (e.g., non-propulsion load, such as air conditioning, carriage lighting, passenger power outlet supply, etc.) of the vehicle system and / or of another vehicle operably coupled to the vehicle system. Optionally, the vehicle load may be a propulsion load of the vehicle system and / or of another vehicle operably coupled to the vehicle system.

[0043] While the on-board energy storage device is shown as being located on-board the vehicle system and operably coupled to the propulsion system and braking system via inverter device (310), the on-board energy storage device may alternatively be located on-board another vehicle coupled to the vehicle system. For example, the energy storage device may be located on a tender connected to the vehicle system by one or more mechanical connections such that movement of the vehicle system causes the tender to move. Such an energy storage device may be connected to the propulsion system of the vehicle system by one or more electrical conductors (e.g., a bus, cable, or wire, etc.).

[0044] The energy storage device may be directly coupled to the traction motor(s) of the propulsion system (e.g., without an intermediate conductive bus, transformer, or the like disposed between the energy storage device and the motor) to directly supply current to the traction motor(s) to power the motor(s). Alternatively, or in addition, the energy storage device may indirectly supply current to the traction motor(s) by transmitting current to the motor(s) through one or more conductive buses, transformers, or the like. Optionally, the energy storage device may directly and / or indirectly supply current to an inverter device, converter (not shown), or the like, of the vehicle system. Optionally, the energy storage device may also directly and / or indirectly supply current to one or more different vehicles operably coupled (e.g., mechanically or logically) to the vehicle system to power one or more systems of the different vehicles.

[0045] FIG. 8 illustrates a schematic of a power system (350) according to one embodiment. The power system controls the distribution of electrical energy from the motor generated by dynamic braking of the vehicle system. In one or more embodiments, a portion of the electrical energy generated by dynamic braking may be in excess of the amount of braking force required to slow or stop the movement of the vehicle system. For example, as the speed of movement of the vehicle system increases, the amount of electrical energy required to brake (e.g., slow or stop) the movement of the vehicle system decreases, and the excess electrical energy (e.g., braking force) may be directed toward one or more of an energy storage device installed in the vehicle system or a resistive grid or a vehicle load.

[0046] The resistive grid may represent a device through which electrical energy is dissipated. A portion of the electrical energy may be directed toward the resistive grid, and another portion of the electrical energy may be directed toward the vehicle loads. Optionally, the vehicle system may not include a resistive grid or may be decoupled from the resistive grid, and the electrical energy may be directed toward the vehicle loads. In one or more embodiments, a portion of the electrical energy may be directed to multiple different vehicle loads (e.g., propulsion loads and / or non-propulsion loads). Optionally, a portion of the electrical energy may be directed to one or more different vehicle loads, and a portion of the electrical energy may be dissipated in the resistive grid.

[0047] The power system may include a motor (e.g., a traction motor) and an inverter device (corresponding to the motor and inverter device shown in FIG. 7). The inverter device receives electrical energy from the motor, which is generated by dynamic braking of the vehicle system. The power system may include an energy storage device, a resistive grid and / or vehicle loads, and an accessory inverter (318) electrically coupled to the resistive grid and / or vehicle loads.

[0048] The power system may include a variable resistance component (320) disposed between the inverter device, the energy storage device, and the resistive grid and / or the vehicle load. In one or more embodiments, the variable resistance component may be referred to as a chopper or chopper circuit. The variable resistance component controls the direction of flow of electrical energy from the inverter device to one or both of the energy storage device and / or the resistive grid and / or the vehicle load. For example, the variable resistance component may direct a first portion (352) of the electrical energy toward the energy storage device and / or a second portion (354) of the electrical energy toward the resistive grid and / or the vehicle load. The variable resistance component may operate in one or more different operating modes to control the direction of flow of electrical energy from the inverter device. The operating mode of the variable resistance component and the direction of flow caused by the electrical energy may be based on the amount of electrical energy from the inverter device, the transmission rate of electrical energy from the inverter device (e.g., the rate at which electrical energy is directed from the inverter device), or one or more characteristics of the energy storage device (e.g., the state of charge of the energy storage device, the total amount of energy the energy storage device can hold, the make and / or model of the energy storage device, the age of the energy storage device, or the rate at which the energy storage device can receive electrical energy, etc.).

[0049] In one or more embodiments, the power system may include a bank device (not shown) electrically coupled to the energy storage device. The bank device may be a fuel cell, a capacitor bank, or other storage device that may temporarily receive and hold electrical energy directed toward the energy storage device. For example, the bank device may be disposed between a variable resistance component and the energy storage device. The bank device may receive electrical energy from the variable resistance component and may store, hold, or maintain electrical energy directed toward the energy storage device. The bank device may direct at least a portion of the electrical energy toward the energy storage device in response to the state of charge of the energy storage device reaching a predetermined threshold. For example, the energy storage device may have a state of charge and / or amount of energy that prevents it from receiving further electrical energy. The bank device may temporarily hold or maintain a portion of the electrical energy until the state of charge of the energy storage device drops to a predetermined threshold, indicating that the energy storage device is enabled and / or able to receive further electrical energy.

[0050] Figure 9 illustrates a schematic graph (500) of the power system shown in Figure 8, according to one embodiment. The graph illustrates the distribution of electrical energy between the energy storage device and / or the resistive grid / vehicle loads based on one or more operating conditions of the vehicle system. The graph may include a horizontal axis (504) representing the locomotive's travel speed (e.g., miles per hour), a first vertical axis (502) representing power increase, and a second vertical axis (506) representing the percentage increase in the duty cycle of the variable resistance component.

[0051] The data line (520) represents the duty cycle of the variable resistance component. The duty cycle may be used to determine the amount of electrical energy directed toward the resistive grid and / or the vehicle load. The controller may calculate the duty cycle of the variable resistance component based on several factors. First, the power expected to be dissipated in the resistive grid and / or the vehicle load may be based on the amount of power generated by dynamic braking of the vehicle system, the charging current of the energy storage device, and the voltage of the energy storage device. The duty cycle may be based on the power expected to be dissipated in the grid, the charging current of the energy storage device, the voltage of the energy storage device, the grid resistance, the internal resistance of the energy storage device, and any additional stray resistance in the power system.

[0052] Data line (536) represents the battery voltage level and the DC link voltage, where the battery voltage level is substantially equal (within 5%) to the power system DC link voltage. Data line (538) represents the electrical energy (e.g., braking force) generated by dynamic braking of the vehicle system. Data line (542) represents the amount of electrical energy directed toward an energy storage device (e.g., power for charging the energy storage device). Data line (540) represents the amount of electrical energy directed toward the vehicle system resistive grid and / or vehicle load.

[0053] The power system shown in FIG. 8 prioritizes the energy storage device over the resistive grid and / or the vehicle load. For example, the power system may initially direct all electrical energy toward the energy storage device, and then, depending on the state of charge of the energy storage device reaching a predetermined threshold, direct a portion of the electrical energy toward the resistive grid and / or the vehicle load. For example, in the illustrated embodiment, from travel speed S2 to speed S3, the variable resistance component operates in a first operating mode, and the power system directs all of the electrical energy toward the energy storage device. As the speed increases from speed S3, the variable resistance component changes operating mode from the first operating mode to a second operating mode, and the power system directs a first portion of the electrical energy toward the energy storage device and simultaneously directs a second portion of the electrical energy toward the resistive grid and / or the vehicle load. The amount of electrical energy within the first and / or second portions may be based on one or more factors and / or characteristics of the vehicle system, the energy storage device, the resistive grid, and / or the vehicle load.

[0054] The duty cycle may determine or at least factor in the amount of the first portion of electrical energy directed toward the energy storage device and the amount of electrical energy directed toward the resistive grid and / or vehicle load. The amount of the first portion of electrical energy (e.g., directed toward the energy storage device) may be based on changes in dynamic braking of the vehicle system (e.g., the amount of power generated by dynamic braking of the vehicle system), the state of charge of the energy storage device (e.g., the charging current of the energy storage device), or the type or classification of the energy storage device (e.g., one model of energy storage device may have a larger charge capacity than another model of energy storage device, or one model may be capable of receiving electrical energy at a different transfer rate than another model of energy storage device, etc.). In one or more embodiments, the total amount and / or transfer rate of the energy storage device may be based on the state of charge of the energy storage device, which may change during operation of the vehicle system. For example, the state of charge (e.g., the amount of current stored in the energy storage device) may decrease as some of the current stored in the energy storage device is used in one or more systems (propulsion and / or non-propulsion systems) of the vehicle system.

[0055] In one embodiment, the controller may determine and / or calculate the amount of electrical energy directed towards the resistive grid and / or vehicle loads based on the following equation:

[0056]

number

[0057] In Equation 1, Pg represents the power of the resistive grid, Pbrake represents the total electrical energy (e.g., braking force) indicated by data line (538), and Pb represents the power of the energy storage device (e.g., battery). If the allowable capacity of the energy storage device (e.g., Pb) is less than the braking force (Pbrake), Equation 1 may be used to determine the amount of electrical energy directed to the resistive grid of the vehicle system and / or the vehicle load. For example, the energy storage device may be capable of containing or retaining a predetermined amount of electrical energy used to power one or more systems (e.g., propulsion system and / or non-propulsion system, etc.) aboard the vehicle system.

[0058] Alternatively, the controller may change the operating mode of the variable resistance component to change the direction of flow, change the amount of electrical energy directed to one or both of the energy storage device or the resistive grid and / or the vehicle load based on the total amount of electrical energy received from the inverter device, or change the total amount of electrical energy that varies in response to changes in dynamic braking of the vehicle system. For example, if the total amount of electrical energy is less than the allowable capacity of the energy storage device, the amount of electrical energy directed to the resistive grid and / or the vehicle load may be based on the following formula:

[0059]

number

[0060] In Equation 2, D represents the duty cycle of a variable resistance component (e.g., a chopper in a power system), V represents the voltage of an energy storage device, and R represents the resistance of a resistive grid and / or vehicle load. The power system shown in FIG. 8 prioritizes directing electrical energy toward the energy storage device and secondarily directs a portion of the electrical energy toward the resistive grid and / or vehicle load of the vehicle system. Additionally, as the duty cycle percentage increases (e.g., an increase in the speed at which the vehicle system is traveling), the amount or proportion of electrical energy directed toward the resistive grid and / or vehicle load increases. For example, the amount of electrical energy directed toward the resistive grid and / or vehicle load may change in response to a change in the amount of electrical energy directed toward the energy storage device.

[0061] In one or more embodiments, a controller of the vehicle system may monitor the total amount of electrical energy generated by dynamic braking of the vehicle system and / or the state of charge of the energy storage device. Optionally, the controller may automatically (e.g., without operator input) control the operation of the variable resistance component to change the operating mode of the variable resistance component. Changing the operating mode of the variable resistance component changes the direction of electrical energy flow, changes the amount of electrical energy directed toward the energy storage device, and / or changes the amount of electrical energy directed toward the resistive grid of the vehicle system and / or the vehicle load.

[0062] In one embodiment, the controller may control operation of the variable resistance component to operate in a first operating mode and direct all of the electrical energy toward the energy storage device. In another embodiment, the controller may control operation of the variable resistance component to operate in a second operating mode and direct at least a portion of the electrical energy toward the energy storage device and at least a portion of the electrical energy toward either the resistive grid or the vehicle load. The amount of electrical energy directed toward the energy storage device while the variable resistance component is operating in the second operating mode may vary based on the state of charge of the energy storage device, the amount of electrical energy from the inverter device, or the like. In another embodiment, the controller may control operation of the variable resistance component to operate in a third operating mode and direct all of the electrical energy toward the resistive grid or the vehicle load, or direct some of the electrical energy toward the resistive grid and some of the electrical energy toward the vehicle load.

[0063] The controller may change the operating mode of the variable resistance component in response to the total amount of electrical energy changing, exceeding a predetermined threshold, or decreasing below a predetermined lower threshold. Optionally, the controller may indicate to an operator of a vehicle system (e.g., an on-board vehicle system and / or an off-board vehicle system) that the operating mode of the variable resistance component needs to be changed. Optionally, the controller may instruct the operator on how to manually change the operating mode of the variable resistance component.

[0064] 10 , a method (1000) includes controlling (1010) a transfer of electrical energy between two or more energy storage devices of a plurality of energy storage devices, at least one of the energy storage devices being disposed onboard a vehicle system, the method including identifying (1020) a transfer constraint on the transfer and modifying (1030) a transfer characteristic based at least in part on the transfer constraint.

[0065] 11 , a method (1100) includes monitoring (1110) the transmission of electrical energy between one or more first energy storage devices disposed onboard one or more first vehicle systems and a second energy storage device disposed onboard one or more second vehicle systems and / or an energy transmission substation not onboard one or more vehicle systems. According to one example, the transmission of electrical energy between a first vehicle having an onboard electric power generator, such as a diesel locomotive or a vehicle having a fuel cell system, and a second vehicle having an onboard energy storage device, such as a battery-electric locomotive. The method includes identifying (1120) transmission constraints on one or more of: (a) the transmission of electrical energy from the one or more first vehicle systems to the second vehicle systems and / or the energy transmission substation; or (b) the transmission of electrical energy from the energy transmission substation to one or more first energy storage devices and / or second energy storage devices disposed onboard the one or more first vehicle systems and / or the second vehicle systems. The method includes varying (1130) one or more of a transmission amount or a transmission rate of electrical energy between one or more first energy storage devices and / or second energy storage devices installed on one or more first vehicle systems and / or second vehicle systems and an energy transmission substation based on a transmission constraint. The energy transmission rate may be based on, for example, power availability, cost, and expected demand. The energy transmission rate may be according to vehicle system priorities determined by, for example, schedules and / or contractual provisions.

[0066] There may be multiple constraints on the transmission of electrical energy from an energy transmission substation to a vehicle system. The transmission of electrical energy may be limited, for example, by limitations due to limitations in the cable or conductive path. Constraints on wires, cables, and / or power lines that limit how much energy can be transmitted between vehicles or between vehicle(s) and the grid(s) may include positive temperature coefficient (PTC) materials along the conductive paths between vehicles and / or between the grid(s) and the vehicles. The PTC materials may have a resistance or resistivity that changes with temperature. For example, the material may become more resistant to electrical current as the temperature of the material increases. This may reduce, limit, or control the flow of electrical current as the temperature of the material and / or the surrounding environment increases.

[0067] The transmission of electrical energy may be constrained, for example, by the age or capacity of both on-board and off-board energy storage devices in the vehicle system. The age or capacity of an energy transmission substation may act as a constraint on the transmission of electrical energy. Environmental factors such as temperature and / or humidity may constrain the transmission of electrical energy. The demand for electrical energy of one or more other vehicle systems may constrain the transmission of electrical energy to the vehicle system or other vehicle systems. A facility may include one or more energy transmission substations that can only transmit, but not receive, electrical energy to one or more vehicle systems.

[0068] The transmission of electrical energy to any vehicle system may be constrained by prioritizing the transmission. For example, vehicle systems may receive electrical energy transmission on a first-in, first-out (FIFO) schedule. As another example, one or more of the vehicle systems may receive electrical energy transmission based on a contractual delivery date or by vehicle system classification type. For example, a passenger vehicle system may receive electrical energy transmission before a freight vehicle system. Vehicle systems may have a destination or classification, including, for example, standard or premium, that dictates when and / or how a vehicle system receives electrical energy transmission. A control center may prioritize the transmission of electrical energy among different vehicle systems at a facility based on several factors. These factors may include, for example, waiting time, delivery date, cargo type, and / or upcoming trip details. The rolling stock systems may communicate transmission constraints (e.g., a TRIP OPTIMIZER (TO) system (available from Wabtec Corporation) or Distributed Power (DP) (LocoTROL DP available from Wabtec Corporation) or Consist Manager (CM) (the CONSIST MANAGER system is available from Wabtec Corporation). The rolling stock systems may communicate transmission constraints using a Positive Vehicle Control system (e.g., a Positive Train Control (PTC) I-ETMS available from Wabtec Corporation). The rolling stock may communicate using on-board and / or off-board communication systems. Communication may be between rolling stock, between wayside equipment and rolling stock, and between rolling stock and back office systems.

[0069] The control center may communicate with one or more vehicle systems arriving at the facility to determine the charging needs of the one or more vehicle systems. The control center may calculate the demands of the one or more arriving vehicle systems, for example, due to the size of the one or more arriving vehicle systems, the cargo being carried, and the upcoming terrain through which the one or more vehicle systems will travel. The control center may determine or calculate the energy demands of the upcoming vehicles based on, for example, the vehicle priority, cargo volume and / or weight, and upcoming operational details (e.g., grades, curves, expected arrival time) of one or more vehicle systems at the facility and / or arriving at the facility. If the control center determines or calculates that the upcoming demand is very high, it may store energy in an energy transmission substation from lower-priority vehicle systems already at the facility for the upcoming vehicle systems with high demand. The control center may communicate with the upcoming vehicle systems arriving at the facility about any constraints that may limit the transmission of power upon arrival, and the upcoming vehicle systems may modify their operation to manage their energy usage based on the constraints. The control center may communicate with the vehicle systems at the facility any constraints that may be imposed on the transfer of power, allowing the vehicle systems to manage their charging needs before departing from the facility.

[0070] The control center may determine and / or calculate a cost or price for each energy source. The costs or prices may be time-varying in nature. For example, the control center may determine or calculate that the cost or price for each energy source varies depending on peak power demand and / or the availability of energy from other sources, such as renewable energy, during the transmission of the electric energy. The control center may charge or debit the account of the owner and / or operator of the vehicle system receiving the transmission of electric energy at the facility.

[0071] The cost or price of energy may be communicated to arriving vehicle systems, which may modify their operation to take the price or cost into account. For example, one or more vehicle systems may modify the amount of energy provided to their propulsion or accessory systems so that their on-board energy storage devices (e.g., battery systems) arrive at the facility with a higher state of charge in order to reduce the amount of energy they require at the facility.

[0072] According to one example, a vehicle system including a single vehicle enters the service area of ​​a facility having an energy transmission substation, and a control center (a) controls the transmission of electrical energy to the vehicle system based on the age and / or capacity of the energy transmission substation and / or the electrical connections (e.g., cables) at the substation, (b) controls the transmission of electrical energy based on the age and / or capacity of an energy storage device installed in the vehicle system, (c) controls the transmission of electrical energy to the vehicle system based on the cost and / or price of electrical energy, and / or (d) transmits electrical energy back to an electric utility, a local power generator, and / or an on-site energy storage device based on the age and / or capacity of the energy transmission substation and / or the electrical connections at the substation, the age and / or capacity of the energy storage device(s) installed in the vehicle system(s), and / or the price and / or cost of electrical energy.

[0073] According to one example, a vehicle system including a single vehicle enters a facility where multiple other vehicle systems are present. The control center may operate in accordance with (a)-(d) above. Additionally, the single vehicle may transmit electrical energy to any of the multiple vehicle systems in accordance with (a)-(d) above.

[0074] According to one example, a vehicle system including multiple vehicles enters a facility including an energy transmission substation. The control center may operate according to (a)-(d) above. The control center may (e) control the transmission of electrical energy based on the constraints, age, and / or capacity of an energy storage device onboard the vehicle system. For example, an onboard electrical connection (e.g., cable) may have a higher capacity to transmit electrical energy, and thus less electrical energy may be taken from an electrical connection (e.g., cable) of the energy transmission substation connected to a first vehicle in the multi-vehicle system, while more electrical energy may be taken from another electrical connection (e.g., cable) of the energy transmission substation connected to a second vehicle in the multi-vehicle system. The transmission may include an onboard electrical connection (e.g., cable) transmitting some electrical energy from a second vehicle in the multi-vehicle system to the first vehicle. The transmission may also be performed to other vehicles in the multi-vehicle system. The control center may (f) control the transmission of electrical energy from the multi-vehicle system to the electric utility, local power generator, and / or on-site energy storage device based on the transmission constraints, age, and / or capacity of the on-board electrical connections (e.g., cables) between the on-board energy storage devices (e.g., batteries) of different vehicles in the multi-vehicle system. For example, the on-board cables may have a higher capacity to transmit current, such that little or no current is transmitted to the facility using weak cables between the vehicle system and the electric utility, and instead, strong and / or high-capacity cables from the vehicle system to the station are used to transmit current from the vehicle system to the facility.

[0075] According to one example, the multi-vehicle system enters a facility with an energy transmission substation and a plurality of other single vehicles or multi-vehicle systems within the facility. The control center may operate in accordance with (a)-(f) above.

[0076] According to one example, the movement of an approaching vehicle system may be controlled to increase the amount of energy captured and distributed from the vehicle to another vehicle(s) and / or grid(s). Rather than coasting and then stopping at the facility, the vehicle system may approach the facility at a higher speed and dynamically brake more (as opposed to coasting and then stopping) to regenerate more energy via dynamic braking. The decision to coast to the facility or arrive faster and brake more may be based on the ability of the grid(s) and / or energy storage devices at the facility to receive the additional energy created by approaching at a higher speed and dynamically braking more. The decision on how to approach the facility may also be based on whether overhead lines or third rails are available and, if the vehicle system has a connection to an available overhead line or third rail, whether there is capacity to offload power (beyond what the onboard energy storage devices can receive) onto the overhead line or third rail.

[0077] Systems (e.g., kits) may be added to battery-less electric vehicles (e.g., battery electric locomotives, or BELs) to release dynamic braking power gained while approaching a facility, allowing the vehicles retrofitted with the system or kit to approach faster and dynamically brake harder. These vehicles may be grid-only, and thus may effectively attempt to capture 100% of the energy generated by dynamic braking through the added system or kit.

[0078] Referring to FIG. 12, the control center and vehicle system controllers may be implemented on various computing devices, servers, processing units, and systems, where these computing devices, servers, processing units, and systems include suitable processing mechanisms and computer-readable media for storing and executing computer-readable instructions, such as programming instructions and code. The computing devices, servers, processing units, and systems may be located in different locations. For example, a computer(s) onboard one vehicle system may coordinate with a computer(s) offboard or with a computer(s) onboard another vehicle system. As shown in FIG. 9, a computing system environment (902) is provided, including computers (900, 944). The computing system environment (902) may include, but is not limited to, at least one computer having components for operating appropriately, executing code, and creating and communicating data. For example, the computer may include a processing unit (904) (having one or more processors) capable of executing computer-based instructions received in suitable data forms and formats. The processing unit may be in the form of one or more processors that execute code sequentially, in parallel, or in any other manner to suitably carry out computer-based instructions.

[0079] A system bus (906) is utilized to facilitate proper data communication and information processing among the various components of the computer. The system bus may be any of a variety of types of bus structures, including a memory bus or memory controller, a peripheral bus, or a local bus using any of a variety of bus architectures. As discussed below, the system bus may facilitate data and information communication among the various components (whether internal or external to the computer) through a variety of interfaces.

[0080] The computer may include various discrete computer-readable media components. For example, these computer-readable media may include any media that can be accessed by a computer, such as volatile media, nonvolatile media, removable media, non-removable media, etc. Computer-readable media may include computer storage media such as media implemented in any method or technology for storage of information such as computer-readable instructions, data structures, program modules, or other data, random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory, or other memory technology, CD-ROM, digital versatile disk (DVD), or other optical disk storage, magnetic cassette, magnetic tape, magnetic disk storage, or other magnetic storage device, or any other medium that can be used to store desired information and that can be accessed by computer 900. Computer-readable media may also include communication media, such as computer-readable instructions, data structures, program modules, or other data in other transport mechanisms, and may include any information delivery media, wired media (such as a wired network and direct-wired connection) and wireless media. Computer readable media may include all machine readable media except transitory propagating signals. Combinations of any of the above are also included within the scope of computer readable media.

[0081] The computer may also include a system memory (908) comprising computer storage media in the form of volatile and non-volatile memory, such as ROM and RAM. A basic input / output system (BIOS) with appropriate computer-based routines facilitates information transfer between components within the computer and is stored in ROM. The RAM portion of the system memory contains data and program modules that are accessible to or presently being operated on by the processing unit, such as the operating system, application program interfaces, application programs, program modules, program data, and other instruction-based computer-readable code.

[0082] The computer may also include other removable or non-removable, volatile, or non-volatile computer storage media products. For example, the computer may include a non-removable memory interface (910) that communicates with and controls a hard disk drive (912), i.e., a non-removable, non-volatile magnetic medium, as well as a removable, non-volatile memory interface (914) that communicates with and controls a magnetic disk drive unit (916) that reads from and writes to a removable, non-volatile magnetic disk (918), an optical disk drive unit (920) that reads from and writes to a removable, non-volatile optical disk (922), such as a CD-ROM, and a universal serial bus (USB) port (921) for use in connection with a removable memory card. Removable or non-removable, volatile, or non-volatile computer storage media may be used in the exemplary computing system environment, including, but not limited to, magnetic cassette tapes, DVDs, digital video tapes, solid-state RAM, solid-state ROM, and the like. These various removable or non-removable, volatile, or non-volatile magnetic media are in communication with the computer's processing unit and other components via a system bus. The drives and their associated computer storage media embody the computer's (900) operating system, computer-readable instructions, application programs, data structures, program modules, program data, and other instruction-based computer-readable code (whether or not this information and data is duplicated in system memory).

[0083] A user may input commands, information, and data into the computer through a user input interface 928 via a specific attachable or operable input device, such as a keyboard 924, a mouse 926, or the like. The user may be located at a facility's control center. The user may be aboard a vehicle system at the facility or on the way to the facility. A variety of input devices may be utilized, including any device that facilitates inputting data and information from an external source into the computer, such as a microphone, trackball, joystick, touchpad, touchscreen, scanner, and the like. The input devices are connected to the processing unit through a user input interface coupled to the system bus, but may also be connected by other interface and bus structures, such as a parallel port, game port, or universal serial bus (USB). The data and information may be presented or provided to the user in a comprehensible form or format through specific output devices such as a monitor (930) (which visually displays this information and data in electronic form), a printer (932) (which physically displays this information and data in printed form), and a speaker (934) (which audibly presents this information and data in audible form). All of the output devices are in communication with the computer through an output interface (936) that is coupled to the system bus. Any of the peripheral output devices may provide information and data to the user.

[0084] A computer may operate in a network environment (938) through the use of a communications device (940) that may be integrated with the computer or separate from the computer. This communications device is operable by and in communication with other components of the computer through a communications interface (942). Using such a device, the computer may be connected to or in communication with one or more remote computers, such as a remote computer (944). The remote computer may be a personal computer, a smartphone, a server, a router, a network personal computer, a peer device, or other common network node. Using appropriate communications devices, such as a modem, a network interface, or an adapter, the computer may operate within and communicate through a network. Suitable networks may include local area networks (LANs) and wide area networks (WANs), but may also include other networks, such as virtual private networks (VPNs), mesh networks, and CAN buses, selected based on application-specific criteria.

[0085] As used herein, the terms “processor” and “computer” and related terms, such as “processing device,” “computing device,” and “controller,” are not limited to integrated circuits referred to in the art as computers, but may also refer to microcontrollers, microcomputers, programmable logic controllers (PLCs), field programmable gate arrays, and application-specific integrated circuits, as well as other programmable circuits. Suitable memory may include, for example, computer-readable media. Computer-readable media may be, for example, computer-readable non-volatile media such as random access memory (RAM), flash memory, and the like. The term “non-transitory computer-readable media” refers to tangible computer-based devices implemented for short-term and long-term storage of information, such as computer-readable instructions, data structures, program modules and sub-modules, or other data residing on any device. Thus, the methods described herein may be coded as executable instructions embodied in tangible, non-transitory computer-readable media, including, but not limited to, storage and / or memory devices. Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. As such, the term includes tangible computer-readable media, including but not limited to, volatile and non-volatile media, and non-transitory computer storage, including but not limited to firmware, physical and virtual storage, removable and non-removable media such as CD-ROMs, DVDs and other digital sources such as a network or the Internet.

[0086] In one embodiment, the controller or system described herein may be deployed with a local data collection system and may use machine learning to enable derived learning outcomes. The controller may learn and make decisions from a set of data (including data provided by various sensors) by making data-driven predictions and adapting according to the set of data. In an embodiment, machine learning may include performing multiple machine learning tasks with a machine learning system, such as supervised learning, unsupervised learning, and reinforcement learning. Supervised learning may include presenting a set of example inputs and desired outputs to a machine learning system. Unsupervised learning may include a learning algorithm that structures its inputs through methods such as pattern detection and / or feature learning. Reinforcement learning may include a machine learning system performing in a dynamic environment and then providing feedback regarding correct and incorrect decisions. In an example, machine learning may include multiple other tasks based on the output of the machine learning system. In an example, the tasks may be machine learning problems such as classification, regression, clustering, density estimation, dimensionality reduction, and anomaly detection. In an example, machine learning may include multiple mathematical and statistical techniques. In examples, many types of machine learning algorithms may include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVMs), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity metric learning, learning classifier systems (LCS), logistic regression, random forests, K-means, gradient boosting, K-nearest neighbors (KNN), and Apriori algorithms, etc. In embodiments, specific machine learning algorithms may be used (e.g., to solve both constrained and unconstrained optimization problems, which may be based on natural selection). In one example, the algorithm may be used to address mixed integer programming problems, where some components are restricted to integer values.Algorithms and machine learning techniques and systems may be used in computational intelligence systems, computer vision, natural language processing (NLP), recommendation systems, reinforcement learning, and building graphical models, etc. In one example, machine learning may be used to make judgments, calculations, comparisons, and behavioral analyses, etc.

[0087] In one embodiment, the controller may include a policy engine that can apply one or more policies. These policies may be based at least in part on the characteristics of a given item of equipment or environment. For control policies, a neural network may receive inputs of multiple environmental and task-related parameters. These parameters may include, for example, operational inputs related to the operating equipment, data from various sensors, location and / or position data, etc. The neural network may be trained to generate outputs based on these inputs, which represent an action or series of actions that the equipment or system should take to achieve an operational objective. During operation of an embodiment, a decision is made by processing the inputs through the neural network's parameters, generating a value at an output node that can designate that action as a desired action. This action may be translated into a signal that operates the vehicle. This may be achieved via backpropagation, a feedforward process, closed-loop feedback, or open-loop feedback. Alternatively, rather than using backpropagation, the controller's machine learning system may use evolutionary strategy techniques to tune various parameters of the artificial neural network. The controller may use a neural network architecture with a function that may not always be solvable using backpropagation, e.g., a non-convex function. In one embodiment, the neural network has a set of parameters that represent the weights of its node connections. Multiple copies of this network are generated, and then the parameters are adjusted differently and simulated. Once the outputs from the various models are obtained, they may be evaluated based on their performance using what is determined to be a success metric. The best model is selected, and the vehicle controller executes its plan to achieve the desired input data to mirror the predicted best-case outcome scenario. Additionally, the success metric may be a combination of optimized results that may be weighted against each other.

[0088] The controller may control a transfer of electrical energy between two or more of the plurality of energy storage devices. At least one of the energy storage devices may be disposed on-board the vehicle system. The controller may identify a transmission constraint on the transmission and modify a transmission characteristic based at least in part on the transmission constraint.

[0089] The transmission constraint may be a voltage or current limit of (A) an electric energy transmission substation transmitting electric energy to the vehicle system, or (B) an electrical connection from the electric energy substation to the vehicle system. The transmission constraint may be one or more of a voltage or current limit of at least one on-board energy storage device. The transmission constraint may be one or more of voltage availability or current availability from one or more sources of electric energy. The transmission constraint may be one or more of a cost or price of electric energy. The transmission constraint may be one or more environmental conditions. The transmission constraint may be a priority of two or more energy storage devices. The transmission characteristic may be one or more of a transmission amount or a transmission rate of electric energy between two or more energy storage devices. The first energy storage device may be on-board the vehicle system, and the second energy storage device may not be on-board the vehicle system. The first energy storage device may be on-board the first vehicle system, and the second energy storage device may be on-board the second vehicle system. The transmission of electrical energy between the two or more energy storage devices may occur through one or more of an electric utility bulk power grid, an electric utility microgrid, a vehicle system, or other vehicle systems.

[0090] The priority may be based at least in part on priority factors, which may include one or more of the order in which the two or more energy storage devices begin transmitting electrical energy, the schedule in which the two or more energy storage devices are scheduled to receive the transmission of electrical energy, the charge required by each of the two or more energy storage devices, the availability of the transmission of electrical energy during operation of the vehicle system, the forecast of the transmission of electrical energy, the classification of the vehicle system or the classification of the cargo of the vehicle system, and / or the classification of the owner or operator of the vehicle system.

[0091] The controller may modify the transmission constraint based on one or more of a current demand for the transmission of electric energy or a forecasted demand for the transmission of electric energy. The controller may control the transmission of electric energy between multiple vehicles in the vehicle system. The controller may control the transmission of electric energy between multiple vehicle systems. The controller may control the transmission of electric energy between the vehicle system and one or more other vehicle systems electrically connected to the vehicle system. The vehicle system and the one or more other vehicle systems may be conductively electrically connected. The vehicle system and the one or more other vehicle systems may be inductively electrically connected. The transmission constraint may include whether or not to charge each energy storage device installed in the vehicle system and the one or more other vehicle systems.

[0092] The system may include a controller for monitoring the transmission of electric energy between one or more energy storage devices disposed onboard the one or more vehicle systems and an energy transmission substation not onboard the one or more vehicle systems. The controller may identify transmission constraints on one or more of (a) the transmission of electric energy from the one or more vehicle systems to the energy transmission substation, or (b) the transmission of electric energy from the energy transmission substation to one or more energy storage devices onboard the one or more vehicle systems. The controller may modify one or more of the transmission amount or transmission rate of electric energy between the one or more energy storage devices onboard the one or more vehicle systems and the energy transmission substation based on the transmission constraints.

[0093] The transmission constraints may include one or more voltage or current limits of one or more electrical connections between the energy transmission substation and one or more energy storage devices onboard the one or more vehicle systems. The transmission constraints may include one or more voltage or current limits of the one or more energy storage devices. The transmission constraints may include one or more voltage or current limits of the energy transmission substation. The transmission constraints may include one or more environmental conditions. The transmission constraints may include one or more demands for electrical energy of the one or more vehicle systems.

[0094] The controller may vary one or more of the transmission amounts or transmission rates based at least in part on one or more of the expected amount of transmission of electric energy from one or more vehicle systems scheduled to arrive at one or more of the energy transmission substations, the priority of the one or more vehicle systems, the scheduled receipt of the transmission of electric energy by the one or more vehicle systems, the required charging of one or more energy storage devices mounted on the one or more vehicle systems, the availability of transmission of electric energy while the vehicle systems are in operation, the classification of the vehicle systems or the classification of the cargo of the vehicle systems, and / or the classification of the owner or operator of the one or more vehicle systems.

[0095] The transmission of electrical energy between the energy transmission substation and the one or more energy storage devices onboard the one or more vehicle systems may occur through one or more of an electric utility's bulk power grid, an electric utility's microgrid, one or more energy storage devices not onboard the one or more vehicle systems, or the one or more vehicle systems. A controller may control the transmission of electrical energy between multiple vehicles of the vehicle system. The controller may control the transmission of electrical energy between the multiple vehicle systems. The system may further include one or more energy storage devices not onboard the one or more vehicle systems and electrically connected to the energy storage devices.

[0096] The controller may control the transmission of electric energy from one or more vehicle systems to one or more energy transmission substations. The controller may control the transmission of electric energy between multiple vehicles of the one or more vehicle systems. The controller may control the transmission of electric energy between the multiple vehicle systems. The multiple vehicle systems may be conductively electrically connected. The multiple vehicle systems may be inductively electrically connected. The controller may communicate transmission constraints between the multiple vehicle systems. The controller may determine one or more of a cost or price of the transmission of electric energy.

[0097] The method may include controlling a transfer of electrical energy between two or more energy storage devices of a plurality of energy storage devices, at least one of the energy storage devices being disposed onboard a vehicle system, and identifying a transfer constraint for the transfer. The method may include modifying a transfer characteristic based at least in part on the transfer constraint.

[0098] The transmission constraints may include one or more of: (A) a voltage limit or a current limit of an electric energy transmission substation that transmits electric energy to the vehicle system; or (B) an electrical connection from the electric energy substation to the vehicle system. The transmission constraints may include one or more of a voltage limit or a current limit of at least one on-board energy storage device. The transmission constraints may include one or more of a voltage availability or a current availability from one or more sources of electric energy. The transmission constraints may include one or more of a cost or price of electric energy. The transmission constraints may include one or more environmental conditions. The transmission constraints may include a priority of two or more energy storage devices. The transmission characteristics may include one or more of a transmission amount or a transmission rate of electric energy between two or more energy storage devices.

[0099] The first energy storage device may be on-board the vehicle system, and the second energy storage device may not be on-board the vehicle system. Electrical energy may be transferred from the first energy storage device to the second energy storage device. The first energy storage device may be on-board the first vehicle system, and the second energy storage device may be on-board the second vehicle system. The first energy storage device and / or the second energy storage device may be fuel cells. The transfer of electrical energy between the two or more energy storage devices may occur through one or more of an electric utility's bulk power grid, an electric utility's micropower grid, the vehicle system, or another vehicle system. The method may include transferring electrical energy from the one or more energy storage devices to the micropower grid.

[0100] The method may include determining the priority based at least in part on a priority factor, which may include one or more of an order in which the two or more energy storage devices begin transmitting electrical energy, a schedule in which the two or more energy storage devices will receive a transmission of electrical energy, a charge required by each of the two or more energy storage devices, whether or not the vehicle system is operational to transmit electrical energy, a forecast of the transmission of electrical energy, a classification of the vehicle system or a classification of cargo for the vehicle system, and / or a classification of an owner or operator of the vehicle system.

[0101] The electric energy may be alternating current. The method may include converting the alternating current to direct current during transmission of the electric energy. The method may include modifying a transmission constraint based on one or more of a current demand for transmission of electric energy or a forecasted demand for transmission of electric energy. The method may include controlling transmission of electric energy between a plurality of vehicles of a vehicle system. The method may include controlling transmission of electric energy between a plurality of vehicle systems. The method may include communicating transmission constraints between the plurality of vehicle systems. The method may include controlling transmission of electric energy between the vehicle system and one or more other vehicle systems electrically connected to the vehicle system.

[0102] The vehicle system and one or more other vehicle systems may be electrically connected in a conductive manner. The vehicle system and one or more other vehicle systems may be electrically connected in an inductive manner. The transmission constraint may include whether or not each energy storage device installed in the vehicle system and one or more other vehicle systems can be charged.

[0103] The method may include monitoring a transmission of electric energy between one or more energy storage devices disposed onboard one or more vehicle systems and an energy transmission substation not onboard the one or more vehicle systems, and identifying a transmission constraint on one or more of (a) the transmission of electric energy from the one or more vehicle systems to the energy transmission substation, or (b) the transmission of electric energy from the energy transmission substation to one or more energy storage devices onboard the one or more vehicle systems. The method may include modifying one or more of the transmission amount or transmission rate of electric energy between the one or more energy storage devices onboard the one or more vehicle systems and the energy transmission substation based on the transmission constraint.

[0104] The transmission constraints may include one or more voltage or current limits of one or more electrical connections between the energy transmission substation and one or more energy storage devices onboard the one or more vehicle systems. The transmission constraints may include one or more voltage or current limits of one of the energy storage devices. The transmission constraints may include one or more voltage or current limits of the energy transmission substation. The transmission constraints may include one or more environmental conditions. The transmission constraints may include one or more demands for electrical energy of the one or more vehicle systems.

[0105] The method may include varying one or more of the transmission amount or transmission rate based at least in part on one or more of: an expected amount of transmission of electrical energy from one or more vehicle systems scheduled to arrive at one or more of the energy transmission substations; a priority of the one or more vehicle systems; a schedule for the one or more vehicle systems to receive transmission of electrical energy; a required charge of one or more energy storage devices onboard the one or more vehicle systems; whether or not electrical energy is available for transmission during operation of the vehicle systems; a classification of the vehicle systems or a cargo classification of the vehicle systems; and / or a classification of an owner or operator of the one or more vehicle systems.

[0106] Transmission of electrical energy between the energy transmission substation and the one or more energy storage devices onboard the one or more vehicle systems may occur through one or more of the electric utility's bulk power grid, the electric utility's small-scale power grid, one or more energy storage devices not onboard the one or more vehicle systems, or the one or more vehicle systems.

[0107] The method may include controlling the transfer of electric energy between a plurality of vehicles of a vehicle system. The method may include controlling the transfer of electric energy between a plurality of vehicle systems. One or more energy storage devices not onboard the one or more vehicle systems are electrically connected to an energy transfer substation. The method may include controlling the transfer of electric energy from the one or more vehicle systems to the one or more energy transfer substations. The method may include controlling the transfer of electric energy between a plurality of vehicles of the one or more vehicle systems. The method may include controlling the transfer of electric energy between the plurality of vehicle systems. The plurality of vehicle systems may be conductively electrically connected. The plurality of vehicle systems may be inductively electrically connected. The method may include communicating a transfer constraint between the plurality of vehicle systems. The method may include determining one or more of a cost or price of the transfer of electric energy.

[0108] In one embodiment, the controller may determine the total amount of energy available for charging and compare it to the current charging needs of various equipment in a given control area. The controller may prioritize some charging needs higher or lower than other charging needs. The controller may allocate a portion of the total available energy to equipment based on the prioritized needs. The allocation of charging power may be bounded to an upper limit depending on the implementation of an embodiment of the present invention. The allocation of charging power may be bounded to a lower limit based on the priority of operational needs. For example, equipment that uses power directly (rather than for charging) may place a load on the system and require power for every operation. Therefore, if it requires power for operation, it will have the highest priority. Equipment with batteries that require charging power may require a minimum amount of power or may require power in the form of a state of charge determined by the next given use. Batteries may have an optimal charge (C-) rate, and a charging window may be available that the controller can use to determine how to meet the need for that equipment while optimally charging the batteries. Embodiments may then inform the controller of additional charging factors in addition to the upper bound on the charge generated by the battery's absolute C-rate, which may include at least the capacity of the charging equipment and the power available for charging.

[0109] When used in this specification (including the claims), the terms "comprise," "comprises," "comprised," or "comprising" should be interpreted as specifying the presence of the stated features, integers, steps, or components, but not excluding the presence of one or more other features, integers, steps, or components. The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. "Optional" or "optionally" means that the subsequently described event or circumstance may or may not occur, and that the description may include instances in which the event occurs and instances in which the event does not occur. As used herein throughout the specification and claims, approximating language may be applied to modify any quantitative expression that can be permissibly varied without changing the basic function associated therewith. Thus, values ​​modified by terms such as "about," "substantially," and "approximately" are not limited to the exact value specified. In at least some cases, approximating language may correspond to the precision of an instrument for measuring the value. Here, and throughout the specification and claims, range limitations may be combined and / or interchanged, unless the context or language indicates otherwise, and may include all subranges within which such ranges are specified.

[0110] This specification uses examples to disclose embodiments, including the best mode, and to enable any person skilled in the art to practice the embodiments, including making and using any devices or systems, or performing any methods incorporated therein. The claims define the patentable scope of the disclosure, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims, even if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that do not differ in material way from the literal language of the claims.

Claims

1. A system comprising: one or more energy storage devices (144, 156) disposed on-board one or more first vehicle systems (100, 300); and a controller (102) configured to monitor the transmission of electrical energy between an energy transmission substation not on-board the one or more first vehicle systems (100, 300), The controller (102) Identifying transmission constraints for (a) the transmission of electrical energy from the one or more first vehicle systems (100, 300) to the energy transmission substation, and / or (b) the transmission of electrical energy from the energy transmission substation to the one or more energy storage devices (144, 156) that are not onboard the one or more first vehicle systems (100, 300); determining energy requirements of one or more second vehicle systems (100, 300) including one or more energy storage devices (144, 156) configured to receive at least a portion of the electrical energy from the energy transmission substation after transmission of electrical energy between the one or more energy storage devices (144, 156) of the one or more first vehicle systems (100, 300) and the energy transmission substation; Varying the amount and / or rate of electrical energy transmission between the one or more energy storage devices (144, 156) mounted on the one or more first vehicle systems (100, 300) and the energy transmission substation based on the transmission constraints, the energy requirements of the one or more second vehicle systems (100, 300), and priorities of the one or more first vehicle systems (100, 300) and the one or more second vehicle systems (100, 300). The system is configured as follows:

2. The transmission constraint: voltage and / or current limits of one or more electrical connections between the energy transmission substation and the one or more energy storage devices onboard the one or more first vehicle systems (100, 300); voltage and / or current limits of the one or more energy storage devices (144, 156) onboard the one or more first vehicle systems (100, 300); and voltage and / or current limits of the energy transmission substation; one or more environmental conditions; one or more demands for electrical energy from the one or more first vehicle systems (100, 300); and The system of claim 1 , comprising at least one of:

3. The controller (102): a predicted amount of electrical energy from the one or more second vehicle systems (100, 300) that is expected to arrive at at least one of the energy transmission substations; the one or more first vehicle systems (100, 300) are to receive a transmission of electrical energy; a required charge for the one or more energy storage devices (144, 156) onboard the one or more first vehicle systems (100, 300); whether or not at least one of the one or more first vehicle systems (100, 300) is capable of transmitting electrical energy while the first vehicle system is in operation; a classification of the one or more first vehicle systems (100, 300) and / or a classification of cargo of the one or more first vehicle systems (100, 300); or a classification of the owner or operator of said one or more first vehicle systems (100, 300); and varying the transmission amount and / or the transmission rate based at least in part on The system of claim 1 configured to:

4. The transmission of electrical energy between the energy transmission substation and the one or more energy storage devices (144, 156) mounted on the one or more first vehicle systems (100, 300) comprises:

10. The system of claim 1, wherein the system is implemented through a large-scale power grid, a small-scale power grid, one or more energy storage devices (144, 156) not onboard the one or more first vehicle systems (100, 300), and / or the one or more first vehicle systems (100, 300).

5. one or more energy storage devices (144, 156) not mounted on the one or more first vehicle systems and electrically connected to the energy transmission substation; The system of claim 1 further comprising:

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