Promoting electrification through multiple power sources

Abstract

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

Description

Technical Field

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

Background Art

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

Summary of the Invention

Means for Solving the Problems

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

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

[0005] In some embodiments, the techniques described herein relate to a system in which the controller is further configured to determine a first consumption rate and a second consumption rate based on an emissions target, a first emissions output for a first fuel, a second emissions output for a second fuel, and a third emissions output for electrical energy.

[0006] In some embodiments, the techniques described herein relate to a system in which a controller is further configured to determine a first consumption rate of a first fuel and a second consumption rate of a second fuel based on the amount of electrical energy received from a conductive element.

[0007] In some embodiments, the techniques described herein relate to a system in which a controller is further configured to determine a first consumption rate of a first fuel and a second consumption rate of a second fuel based on a source of electrical energy received from a conductive element.

[0008] In some embodiments, the techniques described herein relate to a system in which a controller receives a route comprising multiple route segments and is further configured to cause a vehicle to receive a certain amount of electrical energy from an electrical port along a first route segment of the multiple route segments, wherein the amount of electrical energy is based on a second route segment of the multiple route segments.

[0009] In some embodiments, the techniques described herein are configured such that a controller determines an amount of electrical energy based on the speed of a vehicle traveling through a first route segment, the speed being based on a second route segment of the route, relating to the system.

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

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

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

[0013] In some embodiments, the techniques described herein are methods for vehicle propulsion, comprising: receiving electrical energy from external conductive elements of the vehicle at the vehicle's electrical ports while traveling a route, based on control signals generated by a controller; and determining a first consumption rate of the first fuel based on the energy demand for an energy conversion device of the vehicle configured to receive a first fuel and a second fuel, the amount of electrical energy, and a second consumption rate of the second fuel.

[0014] In some embodiments, the technique described herein further includes a method in which a controller determines a first consumption rate based on an emissions target, a first emissions output for a first fuel, and a second emissions output for a second fuel.

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

[0016] In some embodiments, the technique described herein further includes the controller receiving multiple route segments of a route, and the controller adjusting the amount of electrical energy based on the expected load demand of the vehicle while it is traveling on a second route segment of the multiple route segments, while the vehicle is traveling on a first route segment of the multiple route segments.

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

[0018] In some embodiments, the techniques described herein further include a method in which a controller determines the speed of a vehicle based on the amount of electrical energy.

[0019] In some embodiments, the techniques described herein further include a method in which a controller determines an amount of electrical energy based on the vehicle's speed.

[0020] In some embodiments, the techniques described herein relate to a vehicle comprising: an electrical port configured to receive electrical energy from conductive elements outside the vehicle, wherein the conductive elements are arranged along a route for the vehicle; an energy conversion device configured to receive a first fuel; and a controller configured to determine a first consumption rate of the first fuel based on the energy demand for the energy conversion device and the amount of electrical energy.

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

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

[0023] In some embodiments, the techniques described herein relate to a vehicle, in which the controller is configured to execute an objective function for determining a first consumption rate and a second consumption rate based on an emissions target, a first emissions output for a first fuel, a second emissions output for a second fuel, and operating parameters that are positively correlated with the total emissions output for the vehicle. [Brief explanation of the drawing]

[0024] [Figure 1] This is a block diagram of a vehicle including an energy conversion device configured to operate based on various fuels, according to several embodiments. [Figure 2]A route diagram such as a route passable by the vehicle of FIG. 1 according to some embodiments. [Figure 3] An energy flow diagram related to a multi-fuel vehicle according to some embodiments. [Figure 4] A strength-product diagram for a multi-fuel vehicle according to some embodiments. [Figure 5] A user interface showing various vehicles of a facility according to some embodiments. [Figure 6] A block diagram of a vehicle including an energy conversion device configured to operate based on various fuels according to some embodiments. [Figure 7] A diagram of a vehicle traveling on a route according to some embodiments. [Figure 8] A block diagram showing an architecture for a computer system that can be used to implement elements of the systems described and illustrated herein according to some embodiments. [Figure 9] A flowchart showing a method for vehicle energy source selection according to some embodiments. [Figure 10] A block diagram of a controller for vehicle energy source selection according to some embodiments. [Figure 11] A flowchart showing a method for vehicle propulsion according to some embodiments.

Best Mode for Carrying Out the Invention

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

[0026] Various implementations of this disclosure relate to devices (e.g., controllers), systems, and methods for propelling a vehicle, and / or devices, systems, and methods for selecting an energy source for a vehicle and / or the consumption rate of an energy source. According to various embodiments of this disclosure, a vehicle may include various energy sources, such as fuel and electric energy sources. Fuel may include fuel mixtures (e.g., mixtures of petroleum diesel, biodiesel, or hydrotreated vegetable oil). Some fuels, such as natural gas used in combination with diesel adjacent fuels, may be stored or housed separately (e.g., in separate storage tanks or fuel ports). Various fuels may correspond to their respective emissions outputs, thereby relating the energy produced by the fuel to emissions associated with the combustion, processing, or transport of the fuel. Electric energy sources may include electric ports, such as ports configured to receive energy from stationary charging stations when stopped, or from pickup shoes or pantographs while traveling along a route.

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

[0028] In some embodiments, the vehicle may include electrical ports for interface with external conductive elements, such as conductive elements extending along a route (e.g., part thereof). For example, conductive elements may include overhead lines, a third rail, etc. A system for generating mechanical energy to propel the vehicle may include electrical ports. Electrical ports are configured to receive electrical energy from conductive elements outside the vehicle. The vehicle may further include an energy conversion device. The energy conversion device may include a combustion engine or a fuel cell, which can receive various fuels. In particular, the energy conversion device receives at least a first fuel and a second fuel. The system includes a vehicle controller configured to determine a first consumption rate of the first fuel and a second consumption rate of the second fuel. This determination may be based on energy demand. For example, energy demand may be determined by user input (e.g., accelerator opening), an autonomous system, a predetermined route (e.g., its estimated route), etc. In some embodiments, the energy demand is distributed among any number of fuels. In some embodiments, the consumption rate may be based on the distribution of energy demand among the fuels and the electrical energy supplied from the electrical ports. In some embodiments, the distribution may change over time. For example, the consumption rate may differ depending on a predetermined route, such as a route that includes sections with and without conductive elements for supplying electrical energy to the vehicle. Other examples of time variation include routes in which the vehicle has a load in a first section and no load in a second section, or routes with changes in incline.

[0029] Hybridization or substitution may involve considerations other than emission reduction (e.g., criteria). For example, emission controls may be implemented to maintain productivity levels above those of other methods, maintain the degree of non-substitutability between raw materials and energy products, or maintain energy availability. Furthermore, such considerations may differ between work sites, change over time, differ between different vehicles, or differ depending on the value or type of emission target. In some embodiments, the system may use an objective function to determine absolute minimums or local minimums associated with various considerations. The objective function can satisfy the emission threshold (e.g., not exceed the emission threshold) at least in aggregate. The system may select consumption rates for various fuels based on the amount of electrical energy received from overhead lines or other power sources laid along the route. The selected fuels may be chosen to distribute emission targets among them.

[0030] In some embodiments, the system includes a route planner for determining one or more fuel mixtures, operating speeds, load weights, or other operating parameters for one or more vehicles in order to achieve emission targets for one or more vehicles. The system can distribute targets among various vehicles at the site to generate component emission targets for vehicles, thereby enabling emission management on a site-by-site basis rather than on a vehicle-by-vehicle basis. This may allow for better adjustment of productivity or reduction of emissions. The system can determine routes based on various site facilities, such as the location or rate of energy provided by refueling stations or charging stations (e.g., fixed charging stations or energized elements coupled to the pantograph or pickup shoe of a vehicle). For example, the system can determine routes based on the refueling time or location of one or more vehicles (e.g., a vehicle may operate at a slower speed to extend refueling / recharging events). Furthermore, the system can determine modifications to vehicles, site infrastructure, or other facilities to better satisfy the objective function.

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

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

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

[0034] Vehicle 100 can be any type of on-road or off-road vehicle 100, including, but not limited to, wheel loaders, forklifts, trunk line transport trucks, medium-haul trucks (e.g., pickup trucks), sedans, coupes, tanks, airplanes, boats, and any other type of vehicle. For example, vehicle 100 could be a locomotive or mine transport truck configured to travel along a fixed route. Vehicle 100 can be operated by an occupant of vehicle 100, by an operator located remotely from vehicle 100, or it could be an autonomous vehicle 100 (e.g., a fully autonomous vehicle or a partially autonomous vehicle).

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

[0036] The data repository 120 may include one or more local or distributed databases and may include a database management system. The data repository 120 may include computer data storage or memory and may store one or more of the emission targets 122, emission outputs 124, route data 126, or load data 128. The emission target 122 refers to, or may include, a target for the emission of one or more pollutants or combustion products. References to emissions may include, but are not limited to, carbon emissions, and references to carbon are intended to be illustrative and non-limiting examples. That is, various references to CO2 may be N2O or CH4, or NO X These can be replaced or supplemented by other greenhouse gases such as particulate matter (PMX), sulfur dioxide (SO2), and volatile organic compounds (VOCs).

[0037] Emissions target 122 may refer to or include periodic emissions target 122 (e.g., daily or monthly). Emissions target 122 may be a target relative to the amount of energy produced (e.g., 0.5 tons / MWh). Emissions target 122 may refer to emissions corresponding to the travel of a route or segment thereof. Emissions target 122 may be based on another metric (e.g., ton-mile transport volume, production tonnage, ore extraction tonnage, transport crew size, etc.).

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

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

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

[0041] The emissions output 124 may include or refer to any indicator of emissions output 124. The emissions output 124 may be based on the amount of fuel or other energy sources added to the vehicle 100 or other equipment, the amount of fuel delivered through a refueling system, etc. The emissions output 124 may depend on various fuel-related information depending on one or more emissions targets 122. For example, the emissions output 124 of a mixture may or may not differ depending on the source of the mixture, and therefore the controller 102 can receive indicators of the source associated with refueling to determine the emissions output 124 relative to the emissions target 122. Some emissions outputs 124 may be based on the application of emission allowances, or may ignore or not consider such emission allowances. For example, the emissions target 122 may apply a first emission allowance, apply a second emission allowance with a lower value (e.g., 50%), or ignore emission allowances. The controller 102 can receive indicators of the source of the first energy source.

[0042] The emissions output 124 can be associated with the carbon intensity of the fuel. For example, a specific emissions output 124 can be received for grid-based electricity, solar-derived electricity, diesel, and H2, thereby allowing the controller 102 to select a consumption rate for the fuel based on that emissions output 124. For example, an energy distribution system 108 or route planner 110 can allocate energy based on the demand associated with the route portion (for example, based on target speed, emissions target 122, etc.).

[0043] Route data 126 may correspond to any number of route segments that can be defined discretely or derived from any fractional part of the route. That is, the controller 102 can discretize the distance traveled to one or more locations along the route associated with the onboard fuel. The route can be allocated to any number of route segments, and each route segment can then be allocated to any number of route segments themselves. Route segments can be associated with gradient, raw materials, or features. For example, a route segment may include paved sections, unpaved sections, or sections with a third rail, overhead lines, or other conductive elements available to the vehicle 100. Route segments can be associated with a function related to emissions. For example, a route segment can be associated with an empty vehicle or a loaded vehicle, as in the case of an ore extraction site, where the vehicle 100 typically travels to such a site without a load and returns from such a site with a load.

[0044] Route data 126 may include altitude, temperature, or other climatic information corresponding to emissions output 124 (for example, a vehicle 100 climbing wet rails or roads may be limited by traction and therefore may decrease the absolute emissions output 124, but may increase the emissions output 124 depending on another metric such as a metric per ton-mile). Route data 126 may include speed limits or standard speeds, noise emission limits, or other information related to the determination of emissions output 124. Route data 126 may include indicators of one or more energy sources located along the route, such as charging stations and refueling points, related to the operation of the vehicle 100.

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

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

[0047] The controller 102 may include or be coupled to communication electronic equipment. The communication electronic equipment may perform wired and / or wireless communications. For example, the communication electronic equipment may include one or more wired transceivers (e.g., Ethernet, PCIe, AXI, or CAN) or wireless transceivers (e.g., Wi-Fi transceivers, Bluetooth transceivers, NFC transceivers, or cellular transceivers). The transceivers may operably couple to various processors of the controller 102, or operably couple the controller 102 with other devices. The controller 102 may produce one or more disclosed operations, for example, by using other elements of the vehicle 100. For example, operations disclosed by other elements of the vehicle 100, or operations described without specific reference to components, may be initiated, scheduled, or otherwise controlled by the controller 102. Furthermore, the actions performed by the controller 102 may, in some examples, refer to actions performed by one or more processors of the controller 102, and in some further examples, refer to actions performed by various elements in response to control signals generated by the controller 102. This disclosure may refer to the generation of these control signals, for example, by explicit reference to these control signals, by reference to the controller 102 that triggers the action, or, in other cases, by reference to an action performed by the controller 102 involving further devices.

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

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

[0050] Various fuels, or parts thereof, can have different properties and / or chemical compositions. Properties may include autoignition temperature, flame velocity, etc. Fuels may include, for example, diesel gas and natural gas. For example, fuels may include diesel fuel, natural gas (e.g., compressed natural gas (CNG), liquefied natural gas (LNG)), synthetic fuels, alcohol fuels such as ethanol or methanol, or liquid biofuels. Liquid biofuels may be, for example, methanol and / or ethanol. The first or second fuel may be any of the following: diesel, liquid synthetic (GTL) diesel, heavy fuel oil (HFO), low sulfur oil (LFSO), hydrotreated vegetable oil (HVO), marine gas oil (MGO), renewable diesel, biodiesel, paraffinic diesel, dimethyl ether (DME), F-76 fuel, F-34 fuel, Jet A fuel, JP-4 fuel, JP-8 fuel, or oxymethylene ether (OME), or a low cetane fuel (e.g., high octane fuel, high methane fuel). Low cetane fuels may be natural gas, hydrogen, ethane, propane, butane, synthesis gas, ammonia, methanol, ethanol, or gasoline. Please note that the above are merely examples of fuels and do not exclude other types of first and second fuels.

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

[0052] The controller 102 can receive indicators of the supply of various fuels or other energy sources. The supply information may include emission credits associated with the fuels. The controller 102 can apply all or some of the emission credits associated with the supplied fuels or other energy sources. The various emission credits may include those that are applied, not considered, or ignored depending on the various emission targets 122.

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

[0054] The propulsion unit may include a refueling system for supplying fuel to the energy conversion device 104. The refueling system can operate based on control signals generated by the controller 102. For example, the refueling system can receive control signals generated by the controller 102 and cause the energy conversion device 104 to receive various fuels at various consumption rates (for example, causing the first energy conversion device to receive a first fuel at a first consumption rate, and the first energy conversion device to receive a second fuel at a second consumption rate). The refueling system can receive energy from refueling points for one or more fuels. The vehicle 100 can receive electrical energy from charging stations such as fixed charging points or conductive elements outside the vehicle 100 that extend along a route segment such as a third rail or overhead wire. That is, the first energy source may include conductive elements outside the vehicle for one or more route segments of the route. The controller can receive a certain amount of electrical energy from a conductive element during one or more of the route segments (for example, by generating a control signal to cause the energy conversion device 104 or the energy storage device 106 to receive energy). The electrical energy source can include on-board energy sources such as an ammonia cracker, a regenerative traction motor, a flywheel, or a fuel cell. The electrical energy can be supplied to the energy storage device 106 (for example, a battery), the traction motor, or other vehicle systems.

[0055] A refueling system can supply one or more fuels to an engine assembly. For example, a fuel system can supply one or more fuels, such as petroleum diesel, HVO, biodiesel, or mixtures thereof, via a first refueling system that includes a fuel storage tank, fuel lines, injectors, or other components. A fuel system can supply another fuel, such as hydrogen, natural gas, an alcohol such as methanol or ethanol, or ammonia, via a second refueling system that includes a second fuel storage tank, fuel lines, injectors, or other components, at least some of which are separated from the first refueling system. Some fuel systems can include diesel fuel or diesel-adjacent fuel as a priming fuel and another fuel as an alternative fuel, thereby selecting the alternative rate according to the required load or emissions target. Some systems can operate without a priming fuel, and the priming fuel uses a combination of fuels based on energy intensity and carbon intensity distribution between fuels (for example, to substitute with a fuel with low energy intensity at low loads). Various energy conversion devices 104 can receive energy from various combinations of energy sources, such as a combination of any power source and one or more refueling systems (for example, the first or second refueling system described above).

[0056] Vehicle 100 may include at least one energy storage device 106. The energy storage device 106 may include a battery, supercapacitor, etc., for storing electrical energy. Sensors (e.g., voltage sensors, current sensors, etc.) may determine the battery charge state (SoC). Sensors, memory devices, or combinations thereof may determine the health of the battery. For example, a memory device may store the number of charge / discharge cycles, time, or total energy consumption. Sensors may determine temperature, the relationship between voltage and current, or other information related to the battery. The battery may be integrated with vehicle 100 or may be configured to be removable for swapping a charged battery with a discharged battery. The energy storage device 106 may include a storage tank for storing hydrocarbons or other fuels (e.g., diesel, H2, or CNG). The storage tank may include fuel sensors such as a float sensor, capacitance sensor, pressure sensor, or other sensor for determining the amount of fuel in the storage tank. Various sensors associated with the energy storage device 106 can be communicatively coupled to the controller 102 and configured to transmit an indicator of the energy stored internally (for example, based on the amount of fuel or the SoC). The operation of the vehicle 100 may involve various energy transfers between the energy storage devices 106, which will be further explained with reference to the energy flow diagram in Figure 3.

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

[0058] The energy distribution system 108 coordinates between various energy sources (for example, the first fuel source may include hydrocarbon fuels, and the second fuel source may include batteries). For example, the energy distribution system 108 can determine a fuel mixture to meet demand. The controller 102 can select a first emission output for the first energy source including hydrocarbon fuels and a second emission output for the second energy source including batteries. The fuel mixture may be a mixture of diesel, CNG, or other fuels and can be provided along with some energy supplied from stored electrical energy or available electrical energy along the route. The energy distribution system 108 can prioritize fuels according to the associated emission output 124. For example, the energy distribution system 108 can implement or determine an objective function associated with the vehicle's operation to meet energy, speed, or other demands. An example of an objective function is provided below with respect to the route planner 110. In some embodiments, the energy distribution system 108 can implement an objective function based on received indicators of emission targets 122 and emission outputs associated with various vehicle energy sources (for example, regardless of the default route). In some embodiments, the energy distribution system 108 can receive energy demand based on the output of the objective function of the route planner 110. For example, the route planner 110 can receive an indicator of the emissions target 122 and provide the energy distribution system 108 with energy demand based on the emissions target 122 and the emissions outputs associated with the various energy sources associated with the energy distribution system 108.

[0059] In the illustrated example, the battery's electrical energy may be a net-zero emission source, CNG may be associated with 300 kg / MWh, and the B20 diesel mixture may be associated with 600 kg / MWh. If the energy demand is 1000 kW, the energy distribution system 108 can allocate energy exceeding a minimum threshold to the battery so that, for example, the segment averages 100 kW. The energy distribution system 108 can determine the maximum CNG substitution rate to generate the remainder (e.g., 900 kW). Similarly, in a speed demand system, the energy distribution system 108 can allocate electrical energy and determine the substitution rate between fuels to reach the desired speed.

[0060] In some examples, the energy distribution system 108 may receive or define state demands for the vehicle 100 at points along the route (for example, at terminal portions of route segments). For example, the route may include changes in incline where the minimum threshold of battery charge can be fully charged or another non-zero SoC in order to maintain a target speed when climbing an incline. Conversely, when approaching a portion of the route that includes an energized third rail, or a downhill incline in the vehicle 100 that includes regenerative braking, the energy distribution system 108 may determine or receive an instruction (from the route planner 110) to deplete the battery as it approaches that segment in order to increase opportunistic charging. Other state demands may include one or more emissions (e.g., NO) without limitation. X This may include minimum or maximum speed limits, noise limits, weight limits, towing limits, and emissions limits for PMX (or similar vehicles).

[0061] In some embodiments, the vehicle 100 includes or interfaces with at least one route planner 110. The route planner 110 can receive, generate, store, or transmit routes for the vehicle 100. The route may include one of the following: a driving path along a route segment, speed, carbon intensity, energy consumption, load data 128, refueling or recharging points, or thresholds for the charge state of an energy storage device 106. For example, a controller 102 may be configured to receive routes. The route may include an index of gradient for various route segments, an index of load for various route segments, or an index of distance for various route segments. The route planner 110 can determine a route plan that includes consumption rates for various fuels (e.g., a first fuel and a second fuel) or other energy sources. The sum of emission outputs 124 for various fuels may be less than or equal to the emission target 122. Emissions targets 122 may be provided in the same units as emissions output 124, thereby allowing for a comparison between emissions targets 122 and emissions output 124 (e.g., in tons of CO2 or CO2 equivalent). However, such totals will vary across different route segments, thereby causing route segments to exceed their corresponding emissions targets 122. For example, vehicle 100 may reduce emissions during loading or unloading (e.g., trucks at loading docks or trains at stations).

[0062] The route planner 110 can receive indicators for emissions targets 122 associated with a route. The route planner 110 can also receive indicators for emissions outputs 124, such as historical emissions outputs or outputs associated with various energy sources. Based on the emissions targets 122 and emissions outputs 124, the route planner 110 can select consumption rates for various energy sources (for example, they can be adjusted between different energy sources).

[0063] The route planner 110 can take in routes according to various input sources. For example, the route planner 110 can receive explicit input of load data 128 or a predetermined route, along with arbitrary speed limits (maximum or minimum speed) or other route data 126. The route planner 110 can take in historical route data 126 and determine a route along with engine load, load data 128, or other route data 126. A route may include a fixed route, such as a locomotive route along fixed rails. A route may include another route, such as a mining transport truck traveling between a mining site and a receiving site, a route traveling on public roads (for example, depending on traffic conditions, road closure weather, or tunnel work), or a ferry sailing between a starting point and a destination point. A route may include travel speed, load, or variance of the route. The route planner 110 can determine the average, maximum, or other characteristics of the route (for example, distance, propulsion system load, etc.) along with the variance associated with the route.

[0064] The route planner 110 can implement or determine an objective function associated with the operation of the vehicle 100 along the route, based on the route data 126. For example, the objective function may include binding or soft constraints of emissions targets 122 and given parameters corresponding to values ​​resulting from the movement of the vehicle 100's load (e.g., ton-mile values, total distance values, etc.). The route planner 110 can determine one or more solutions (e.g., local minima) to satisfy the objective function. For example, the objective function may be described in terms of 'T', number of trips, 'E', emissions per trip, 'F', fuel consumption per trip (e.g., F1, F2, F3 corresponding to various fuels or other energy sources), 'B', battery charging time, and 'S', fuel substitution rate. The objective function C can be expressed, for example, as C(T, E, F, B, S) = w1(T) - w2E(T, F, S) + w3B(T, S). The component functions may refer to a first weight w1 attributable to the number of trips, a second weight w2 attributable to changes in emissions based on various changes in fuel consumption rates, and a third weight w3 attributable to battery charging time, which may vary depending on the number of trips and fuel usage.

[0065] The objective functions provided are not intended to be limiting. For example, further terms may correspond to battery health, other equipment life or maintenance, the total or continuous hours an operator is with the vehicle (e.g., work intensity), etc. Equipment life may refer to, or include, the determination of the predicted or other target life for one or more energy conversion devices (e.g., by one or more of their components).

[0066] The objective function can be further solved across various fuels, such that F1 corresponds to a diesel fuel mixture and F2 refers to gas, and various mixtures can be used. For example, it may be advantageous to increase the proportion of biodiesel or HVO available at refueling stations rather than increasing the gas substitution rate. According to various embodiments, the objective function may include additional variables or constraints, fewer variables or constraints, or different variables or constraints. For example, a mining transport truck may operate with a variable load, thereby allowing the objective function to determine a solution based on load data 128, which may influence fuel consumption, substitution rate, etc. Furthermore, the objective function can determine a minimum for predicted or improved maintenance intervals, for example, by buffering loads from the hardest parts of the route (e.g., tunnel work where airflow is restricted, gradients are steep, terrain is undulating, or frequent starts and stops occur).

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

[0068] The route planner 110 can cause the energy distribution system 108 to adjust the energy provided by one or more fuel sources so that the number of trips along the route or the total tonnage of raw materials is adjusted (e.g., expanded). For example, a route associated with an end fuel balance of 5 gallons upon returning to a refueling point can have the load or speed of vehicle 100 reduced so that the end fuel balance is non-negative (e.g., 0 gallons). While such a reduction in load or speed may correspond to a decrease in the ton-mile metric during the operation, this adjustment can increase overall productivity by reducing refueling times over a suitable period.

[0069] In particular, the controller 102 can detect the current fuel level of the vehicle. The controller 102 can compare the current level to a predetermined fuel level. For example, the current fuel level may indicate 400 liters of diesel and 50 kg of H2, along with 50 kW of electrical energy in the battery, relative to their respective reserve fuel or SoC levels. The controller 102 can include the weight of the fuel in determining the fuel level. For example, the controller 102 can determine the fuel level based on the carbon intensity with a lower fuel load (for example, based on the total vehicle weight of 100). The controller 102 can select the consumption rate of each energy source (for example, a first energy source and a second energy source) based on the comparison of the current fuel level with the predetermined fuel level. This selection allows for extending the driving range or continuing other vehicle operations before reaching their respective reserve fuel or SoC levels. For example, the controller 102 may shorten the refueling stop by using an energy source or based on the refueling time (for example, it may increase the amount of H2 used to extend the overall operating period before refueling, or decrease the amount of H2 used based on a weighting associated with a longer refueling time than for diesel). In some examples, the time required to refuel multiple fuels may be considered equal. For example, the amount of H2 or diesel may be selected based on the same refueling time (for example, vehicle 100 is expected to be refueled simultaneously from multiple fuel sources).

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

[0071] The route planner 110 can receive or determine the position of the vehicle 100 relative to a (default) route. For example, the route planner 110 can determine the position based on elapsed time, operator input to the user interface, messages from another part of the vehicle control system, or wired or wireless signals (e.g., tracking signaling, cellular signals, or the Global Positioning System (GPS)). The route planner 110 can determine the speed of the vehicle 100 based on the same or changing sources relative to this position. The route planner 110 can update various load forecasts, emissions targets 122, etc., while the vehicle 100 is in operation or according to a different cycle, such as daily.

[0072] The route planner 110 can receive an indicator of emissions output 124 associated with the route from the energy distribution system 108. For example, the indicator of emissions output 124 may vary from the expected output, thereby allowing the route planner 110 to adjust future route plans based on the variance between emissions target 122 output and emissions output 124. This adjustment may be iterative to maintain emissions target 122 on a regular basis. The adjustment may opportunistically collect emissions surpluses or mitigate emissions losses. That is, in response to an indicator that emissions output 124 has exceeded emissions target 122, the route planner 110 may define a route intended to achieve a lower emissions output 124 (for example, by adjusting emissions target 122 downwards). In response to an indicator that the emissions target 122 exceeds the emissions output 124, the route planner 110 may define a route intended to achieve additional vehicle productivity (e.g., additional mileage, higher speed mileage, or greater load), in which case the emissions output 124 may exceed the emissions target 122 for a route segment or part thereof. That is, the route planner 110 may determine a route plan that includes consumption rates for various energy sources of the vehicle 100. The emissions output 124 corresponding to the selected fuel may exceed the emissions target 122 for one route segment and fall below the emissions target 122 for another route segment.

[0073] In some embodiments, the route planner 110 can generate time-varying routes. For example, the route planner 110 can change its operation between daytime and nighttime (for example, nighttime speed limits may reduce normal emissions, or the renewable energy mixture may change based on the absence of solar power). In fact, the route planner 110 can determine different consumption rates in response to various intermittent or unavailable fuel or electric energy sources. For example, the controller 102 can receive an indicator of an energy source's unavailability and, based on the emissions target 122, select adjusted consumption rates for any remaining energy sources (for example, it can determine a consumption rate of zero for unavailable energy sources and a different consumption rate for other energy sources).

[0074] Vehicle 100 may include or interface with an emissions aggregator 112. The emissions aggregator 112 may connect to various vehicles (for example, via a wired or wireless network). The emissions aggregator 112 may generate emissions targets 122 for a group of vehicles (for example, at least two vehicles, also called a fleet). The emissions targets 122 may be based on a total emissions target 122 (for example, allocated from a total emissions target 122). Thus, the emissions aggregator 112 may provide each vehicle (to the vehicle's energy distribution system 108) with an emissions target 122 for implementation. That is, the controller 102 may be configured to interface with a second controller, which is communicably connected to various vehicles, including vehicle 100. The controller 102 may receive emissions targets from the second controller. The second controller can determine emission targets for the aforementioned vehicle and a second emission target for the second vehicle, based on the total emission targets for the multiple vehicles. The second controller can provide emission targets for the aforementioned vehicle and a second emission target for the second vehicle.

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

[0076] Emissions aggregators 112 can achieve emissions targets 122 by determining changes to a fleet of vehicles, infrastructure, or other equipment associated with facilities, sites, operations, etc. For example, the installation of energized elements such as overhead lines or third rails, changes to fuel mixtures, the addition of alternative fuels, or replacement of vehicles 100 (for example, vehicles 100 configured to operate more efficiently, burn different fuels, operate battery-hybrid systems, etc.). Emissions aggregators 112 may use a predetermined or variable asset lifespan, or implementation costs (emission output 124 associated with infrastructure improvements).

[0077] The emissions aggregator 112 can determine local minimums according to one of the techniques described for the route planner 110. For example, the emissions aggregator 112 can determine a solution to an objective function, which includes variables associated with the vehicle or infrastructure. For example, the objective function may include variables corresponding to additional charging capacity and weight associated with additional battery capacity (and replacement as a result of tire wear, or maintenance), reliability improvements or costs associated with equipment replacement (e.g., estimated cost per period, such as cost per hour), and productivity improvements (e.g., reduced queues at refueling stations due to the addition of refueling stations for various fuels).

[0078] The emissions aggregator 112 may include an interface for presenting options for adjustments. Adjustments may include any of the following for a single vehicle 100 (e.g., replacement rate, change of battery used). Adjustments may further include adjustments to vehicles, facility infrastructure, or equipment. For example, a user may input information related to improvements (e.g., overhead lines, refueling stations, recharging stations, solar panel equipment) or operational changes (e.g., changes to the fuel mixture). This information may include location along the route, amount of energy delivered, and costs associated with the information (e.g., emissions-based costs). The emissions aggregator 112 may generate and present indicators of emissions output 124 related to the adjustments. An example of such a presentation is provided in Figure 5.

[0079] Next, referring to Figure 2, a route diagram 200 for a route according to several embodiments is provided. The illustrated route is divided into a first route segment 202, a second route segment 204, a third route segment 206, a fourth route segment 208, and a fifth route segment 210. The first route segment 202 includes a refueling station 212 and a fixed charging station 214. Some routes include multiple such refueling stations 212 or fixed charging stations 214, while other routes may have no energy sources at all, thereby requiring a vehicle 100 traveling along the route to travel further routes to reach an energy source. The vehicle 100 may include, for example, the vehicle 100 shown in Figure 6 below, a vehicle that includes or interfaces with any of the elements of Figure 1, or a vehicle according to other embodiments of the present disclosure. Further along the first route, a receiving facility 216 is shown where raw materials from a supply facility 218 can be refined, processed, or stored. In the following description, the facilities will be referred to as mining facilities, but this description is not intended to be limiting. For example, the receiving facility 216 may be a disembarking point for the crew, and the supply facility 218 may be a departure point for the crew.

[0080] At the receiving facility 216, the vehicle 100 can either charge its battery via the charging station 214 or refuel with one or more fuels at the refueling station 212. The refueling time (corresponding to fuel capacity), the battery charging time (corresponding to battery SoC), or the fuel selection (e.g., priming fuel or alternative fuel, fuel mixture options, etc.) can vary based on an objective function of the input received from the route planner 110. For example, the vehicle 100 can depart from the receiving facility 216 along the first route segment 202 with a battery less than a full SoC. The vehicle 100 can adjust its operation while traveling a route segment based on future route segments or instructions from the route planner 110 (e.g., demand indicators). For example, when approaching an uphill section of the second route segment 204, the vehicle 100 can increase fuel consumption or decrease the alternative rate to charge the battery for the uphill section (e.g., to maintain a desired speed during the uphill). Conversely, if vehicle 100 is configured to receive electrical energy from conductive elements 220 such as overhead wires as shown in the figure, it may deplete its battery as it approaches the second route segment 204 so as to opportunistically recharge during uphill sections (for example, depending on the amount or cost of energy supplied from the conductive elements 220 compared to other energy sources).

[0081] In some embodiments, the fuel may consist of hydrogen (for example, in the case of an internal combustion engine or fuel cell). In some embodiments, the fuel may consist of HVO, and a relatively high energy density fuel can act when electrical energy is unavailable. For example, the fuel may be a single-source fuel or a mixture of fuels from various sources. Energy can be supplied from the pantograph for high-load coefficient operation, and a fuel-based system can be used on lower-load portions of the route. Batteries can collect regenerative energy, store fuel sources for transient events or after-processing, etc. Controller 102 can determine how much power is generated from the fuel used to complement the pantograph.

[0082] As vehicle 100 approaches the third route segment 206, the route planner 110 can cause vehicle 100 to take further action based on future segments of the route. For example, vehicle 100 may stop receiving energy from the overhead lines so that a certain amount of energy can propel vehicle 100 along the third route segment 206 to the fourth route segment 208, and then recharge its depleted battery in accordance with regenerative braking as it descends the fourth route segment 208. Such depletion can also be used if the energy from the overhead lines is from the fuel with the lowest carbon intensity. Thus, vehicle 100 can recharge its battery as it descends the fourth route segment 208.

[0083] As the vehicle travels along the fifth route segment 210, it can maintain the battery's State of Cubic (for example, by saving battery power for the return journey where the load on the vehicle will be greater, allowing it to increase speed or decrease carbon intensity). Thus, the energy distribution system 108 can provide the vehicle 100 with various combinations of energy sources while it travels from the receiving facility 216 to the supply facility 218. The combination of energy sources may not satisfy the objective function for any particular segment. In fact, the combination of energy sources may not satisfy the objective function for the aforementioned travel. For example, the travel to the supply facility 218 may be carried out under conditions of relatively high carbon intensity. This is because the emissions of the unloaded vehicle 100 may be relatively unaffected by changes in speed, while changes in the vehicle 100's speed can substantially affect productivity. That is, the route planner 110 may decide to increase the number of trips, ton-miles, etc., to achieve the emissions target 122 by increasing the vehicle speed when there is no load and by slowing down the vehicle 100 when there is a load.

[0084] Vehicle 100 can supply a load at the supply facility 218 and generate load data 128 related to the load. Vehicle 100 can then travel along the fifth route segment 210, ascend the fourth route segment 208 (for example, discharging the battery to maintain a target speed), and proceed along the third route segment 206 to the second route segment 204. Vehicle 100 can descend the second route segment 204 while regenerating and recharging the battery. Vehicle 100 can then proceed along the first route segment 202 to the receiving facility 216. While traveling along the first route segment 202 to the receiving facility 216, vehicle 100 can ascend the second route segment 204 (or proceed along another route) using the battery amount based on the planned recharge time and the return trip.

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

[0086] Engine 308 receives energy from one or more fuel sources (e.g., diesel storage tank 302 and CNG / LNG storage tank 304). Engine 308 can substitute or replace a portion of the fuel it receives according to an indicator from the energy distribution system 108. For example, engine 308 can receive a larger portion of diesel based on load data 128, such as the gross vehicle weight of the vehicle 100 and its load (e.g., relatively heavy iron ore), or a larger portion of CNG / LNG when unloaded or when transporting a smaller load (e.g., relatively light overload). Energy from engine 308 can be transmitted to mechanical propulsion components, or, as shown, to an alternator 310, which can then supply power to a battery 312 or an electric motor such as the traction motor 314 shown.

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

[0088] During operation, energy received from the engine 308, the electrical port 306, or the battery 312 is regulated according to commands received from the energy distribution system 108. This energy can be used to propel the vehicle 100, prepare it for future propulsion, collect energy (e.g., deplete the battery 312 before descending a slope), or perform other energy or emissions management operations (e.g., the engine 308 may be mounted to help regenerate a particulate filter). This regulation may include adjusting the fuel consumed by the engine, net charging or discharging the battery 312 (e.g., charging or discharging via regenerative braking from the electrical port 306, the alternator 310, or the traction motor 314). In some examples, the engine 308 may be stopped when the load is below a threshold, such as when another energy source (e.g., gravity, the battery 312, or a third rail connected to the electrical port 306) can propel the vehicle 100.

[0089] The illustrated energy flow diagram 300 is not intended to be limiting. Vehicle 100 may include various cab electronics, capacitor banks, flywheels, blowers, etc. For example, vehicle 100 may include a battery-powered blower configured to cool several engine components in order to increase the maximum engine output to the alternator 310 (for example, by transferring the blower load from the engine to the battery 312).

[0090] Referring next to Figure 4, an intensity-product figure 400 for vehicle 100 is provided according to several embodiments. The intensity-product figure 400 may include any number of axes, such as a productivity axis 402 (for example, shown as a ton-mile axis) and a carbon intensity axis 404 which may show an index of carbon intensity according to various emissions outputs 124 (for example, well-to-wheel, tank-to-wheel, etc.). Both axes are shown according to an arbitrary scale, the scale in any case differs according to the various implementations of this disclosure. As shown in the figure, carbon intensity generally shows a positive correlation with productivity, which corresponds to a decrease in vehicle speed when substituting with low-carbon fuel, an increase in stay time for battery recharging, etc. In some examples, or for some parts of the intensity-product figure 400 for vehicle 100 or other equipment, such a correlation may be positive. For example, increasing the vehicle speed from a relatively low speed (a speed lower than the efficiency range of an internal combustion engine) can increase productivity and decrease carbon intensity, as shown by the first part 406 of the intensity-products figure 400 (for example, a transport vehicle 100 that is stopped and idling has zero efficiency).

[0091] The local minimum 408 also corresponds to the absolute minimum of the illustrated curve and represents the point of maximum efficiency for vehicle 100. Since the emissions output 124 associated with the local minimum 408 is lower than the emissions target 122, the system can achieve higher productivity within the emissions target 122. That is, a local minimum that satisfies the objective function of route planner 110 may not be a local minimum with respect to efficiency alone. For example, vehicle 100 can operate at an operating point 410 along the second portion 412 of the curve, which may be in or close to the power band of the internal combustion engine's operation with respect to the local minimum 408. Further portions of the curve include a third vertical portion 414 related to changes in productivity that do not correspond to changes in carbon intensity (for example, in the case of a PHEV, corresponding to an increase in vehicle speed that extends the stay time at charging station 214). The fourth portion 416 of the curve shows a positive productivity-intensity correlation. The fifth portion 418 of the curve shows that productivity does not improve any further with increasing intensity. This part may correspond to productivity gated by another part of the site (for example, if it operates on 0% alternative fuel and reaches maximum vehicle speed, and then reaches a position where vehicle 100 stops, productivity may not improve and emissions may increase).

[0092] Although not shown in the diagram, for the sake of clarity, the intensity-product diagram 400 may include various other axes. For example, another axis may show costs related to fuel, vehicle depreciation, labor costs, etc. Further axes may show the renewable material utilization rate of the electrical energy source. Further axes may show the fuel mixture used (for example, the proportion of biodiesel 302C in the fuel for a diesel storage tank). Thus, the operating point 410 can shift left or right along the curve shown in the diagram based on various functions of the various axes. The route planner 110 can adjust at least some of the various axes (or provide indicators for adjusting at least some of the various axes). For example, the route planner 110 may determine that the non-fossil-based pilot fuel mixture can be adjusted (for example, between HVO 302B and petroleum diesel 302A), the substitution rate for another fuel (for example, LNG / CNG) can be increased, or the increase in the proportion of energy consumed by the vehicle 100 can be supplied from electrical energy (for example, from fixed charging points, or conductive elements 220 extending along the route such as overhead lines, increased regenerative braking, etc.).

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

[0094] Figure 5 shows a user interface 500 illustrating various vehicles of a facility according to several embodiments. The user interface 500 presents columns corresponding to various emissions. For example, the various columns may correspond to the same vehicle 100 (or any set of the same vehicle) traveling on different routes, or routes traveled by a set of vehicles 100. For simplicity and brevity, we will refer below to the first column 502 corresponding to a first transport truck 510 or other vehicle 100 traveling on a first route, the second column 504 corresponding to a second transport truck 512 or other vehicle 100 traveling on a second route, and the third column 506 corresponding to a third transport truck 514 or other vehicle 100 traveling on a third route. A fourth column 508 corresponds to other facilities, in particular the receiving facility 216.

[0095] The first row 516 shows the baseline emission levels corresponding to each vehicle and piece of equipment (for example, normalized to 1). The second row 518 shows a proportionally allocated 30% reduction in emissions applied to various vehicles 510, 512, 514 and piece of equipment. Such allocations may achieve the emissions target 122 but may not correspond to a minimum of the objective function related to productivity. That is, another allocation with the same emissions output 124 may achieve a greater product (or correspond to improvements on other axes of the hyperplanar solution space of the objective model, such as reliability or cost). The third row 520 shows the allocation of emissions by the emissions aggregator 112 corresponding to a minimum of the objective function. For example, low-intensity but low-productivity operation of transport trucks 510, 512, 514 and relatively high-intensity operation (relative to trucks) of receiving facility 216 may satisfy the objective model (for example, may correspond to a minimum). For example, in some examples, such rows may correspond to the optimal solution of the minimum.

[0096] The fourth row 522 presents a solar panel, as shown in the figure, which can be used to provide energy to the receiving facility 216 and reduce the intensity of the receiving facility 216's operations. The emissions aggregator 112 can decide that it can shift its emissions budget from the receiving facility 216 to the transport trucks 510, 512, and 514, thereby allowing the transport trucks 510, 512, and 514 to operate at a relatively high intensity. The fifth row 524 presents a conductive element 220, which can substantially reduce the intensity of the operations of the transport trucks 510, 512, and 514 and further improve productivity relative to the baseline (for example, the conductive element 220 can improve productivity relative to a diesel engine by increasing the maximum climbing speed). The emissions aggregator 112 can decide that it can shift its emissions budget from the transport trucks 510, 512, and 514 to the receiving facility 216. Further columns may accommodate further potential changes, such as a change in vehicle type, a change in fuel or mixture thereof. Furthermore, the allocation may correspond to a minimum value determined by various factors, including any factors described herein (e.g., reliability, cost, availability, storage, volume, weight, etc.).

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

[0098] Various operations described herein may be briefly referenced simply to simplify the disclosure. In particular, referring to, for example, Figure 1, any of the controller 102, energy conversion device 104, or energy distribution system 108. In some embodiments, any of these embodiments may be modified depending on various references to the energy storage device 106, route planner 110, or emissions aggregator 112, along with any of the data structures of the data repository. Furthermore, the indicators of the illustrated electrical port 306 and conductive elements may be modified or understood in accordance with the disclosures of, for example, Figures 2, 3, and 7.

[0099] In some embodiments, the determination of the first and second consumption rates is based on an emissions target 122. This determination may be based on a first emissions output 124 for the first fuel. This determination may be based on a second emissions output 124 for the second fuel. This determination may be based on a third emissions output 124 for electrical energy. Such elements may be modified, for example, in accordance with various references to the objective function herein and in accordance with any other part of this disclosure.

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

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

[0102] In some embodiments, the controller 102 is configured to receive a route, which comprises multiple route segments. The controller 102 can be configured to cause the vehicle to receive a certain amount of electrical energy from the electrical port 306 along a first route segment. The amount of electrical energy may be based on a second route segment of the multiple route segments. Such elements may be modified, for example, by any other part of this disclosure, in accordance with the various references to routes and route segments in this specification, such as those shown above in Figures 2 and 7.

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

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

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

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

[0107] Figure 7 shows a vehicle 100 traveling along a route according to several embodiments. The vehicle 100 includes an electrical port 306 configured to receive electrical energy from conductive elements 220 arranged along the route for the vehicle 100. For example, the conductive elements are shown as overhead wires. According to various embodiments, the conductive elements 220 can be implemented in various ways, such as an illustrated overhead wire interface with a pantograph 702, a third rail interface with a pickup shoe, or other fixed elements configured to supply electrical energy to the moving vehicle 100. The pantograph 702 includes a spring element, a pneumatic system, or other elastic members configured to maintain contact with the overhead wire. A controller 102 associated with the vehicle can control the amount of electrical energy received from the conductive elements 220, for example, by adjusting the ratio of energy received or by periodic receiving of electrical energy.

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

[0109] Each fuel may be associated with different carbon intensity, potential power generation, cost, etc. At least a portion of the controller 102 is shown to be located inside the vehicle 100 (for example, as a component of the vehicle 100's control system). In various embodiments, the controller 102 may include one or more processors inside the vehicle 100, one or more processors located outside the vehicle 100, or one or more processors that are a combination of processors that are part of the vehicle 100 and processors located outside the vehicle 100. The controller 102 can determine the consumption rate for each of the various fuels. The controller 102 can determine the consumption rate for each based on emissions output 124, cost, potential power generation, or other attributes of the various fuels.

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

[0111] In some embodiments, the controller 102 is configured to run an objective function to determine a first and a second consumption rate. The objective function may be based on operating parameters that show a positive correlation with the emissions target 122, the first emissions output 124 for the first fuel, the second emissions output 124 for the second fuel, and the total emissions output 124 for the vehicle 100 (for example, these may be included as parameters). The objective function may further be based on operating parameters of the vehicle 100 that show a positive correlation with the total emissions output 124 for the vehicle 100. For example, these operating parameters may include the intensity of operation, battery health, or the life or maintenance of other equipment.

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

[0113] Potential power generation can refer to the amount of electricity that can be produced by a fuel. For example, some diesel fuels or diesel-adjacent fuels have a greater potential power generation than some alternative fuels such as CNG or LNG.

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

[0115] The controller 102 can determine the consumption rate for one or more fuels based on the fuel-related emission output 124, as well as the emission output 124 related to electrical energy (for example, along with various other attributes). For example, the controller 102 can receive the emission output 124 related to electrical energy, such as grid-derived energy, the carbon intensity of solar panels, generators, etc. For example, the controller 102 can compare the power demand with the supply of available energy from the conductive elements 220. In some examples, the controller 102 can determine the fuel consumption rate based on the amount of electrical energy available from the conductive elements 220. For example, in the illustrated example, the controller 102 can preferentially select electrical energy from the conductive elements 220 based on the electrical energy emission output 124, cost, or other attributes. The controller 102 can compare the total power requested with the amount of available electrical energy from the conductive elements 220 and operate another energy conversion device 104 (for example, an engine assembly) to generate the rest of the energy. The controller 102 can adjust the fuel consumption rate, for example, by generating control signals to activate communication with the pump, valves, injectors, or further controllers.

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

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

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

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

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

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

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

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

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

[0125] The computing system 800 can be coupled to a display 835, such as a liquid crystal display or an active-matrix display, via a bus 805. An input device 830, such as a keyboard or mouse, can be coupled to the bus 805 to communicate information and commands to the processor 810. The input device 830 may include a touchscreen display 835.

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

[0127] An exemplary computing system is illustrated in Figure 8, but the subject matter, including the operations described herein, can be implemented in other types of digital electronic circuits, or computer software, firmware, or hardware, including, or in combination with, the structures disclosed herein and their structural equivalents.

[0128] Figure 9 is a flowchart illustrating a method 900 for vehicle energy source selection according to several embodiments. The current fuel level is determined in operation 902. An emission target index for vehicle 100 is received in operation 904. Vehicle 100 includes one or more energy conversion devices 104 configured to generate mechanical motion from various energy sources, including fuel. An emission output index 124 for each of the various energy sources is received in operation 906. Based on the emission target 122, current fuel level, and emission output 124 for each of the various energy sources, the fuel consumption rate is adjusted in operation 908.

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

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

[0131] Adjustments to any of the consumption rates can depend on other consumption rates. For example, adjustments to the fuel consumption rate can be based on a second and a third consumption rate. The determination of any of the above consumption rates, the second consumption rate, or the third consumption rate (for example, the fuel consumption rate, the second consumption rate of the second fuel, and the third consumption rate of electrical energy) can be made depending on the local minimum of the objective function.

[0132] Figure 10 is a block diagram of a controller 102 for vehicle energy source selection, which interfaces with various further components of the environment. The controller 102 may include one or more processors coupled to memory. For example, the one or more processors may be located close to each other or spaced apart. The controller 102 can be coupled to an energy storage device of the vehicle 100, and the energy conversion device 104 is configured to generate mechanical motion from multiple fuels. The controller 102 is configured to receive an indicator of an emissions target 122 for the vehicle 100. The controller 102 is configured to receive an indicator of a first emissions output 124 corresponding to a first fuel among multiple fuels and an indicator of a second emissions output corresponding to a second fuel among multiple fuels. The controller 102 is configured to perform an objective function for selecting a first consumption rate for the first fuel and a second consumption rate for the second fuel. More specifically, the controller 102 selects the first and second consumption rates based on the emissions target, the first emissions output, and the second emissions output.

[0133] The controller further selects first and second consumption rates based on the vehicle's operating parameters, which are negatively correlated with a third emission output for the vehicle. For example, operating parameters may include fuel costs, equipment life parameters, vehicle speed, transport load, and number of completed runs.

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

[0135] Figure 11 is a flowchart of a method 1100 for vehicle propulsion. In operation 1102, electrical energy from external conductive elements 220 of the vehicle 100 is received at the vehicle's electrical port 306 while the vehicle travels a route based on control signals generated by the controller 102. In operation 1104, the controller 102 determines a first consumption rate of the first fuel. This determination is based on the energy demand for the energy conversion device 104 of the vehicle 100, which is configured to receive the first and second fuels. The determination is based on the amount of electrical energy. The determination is based on a second consumption rate of the second fuel.

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

[0137] In some embodiments, method 1100 includes the controller 102 determining the source of electrical energy. For example, method 1100 may determine that the electrical energy is supplied from solar panels, coal or other carbon-based sources, or from regenerative braking inside the vehicle. Source determination may include determining a composite source, such as an energy grid receiving renewable and non-renewable sources, respectively. The controller may determine the emissions output associated with the electrical energy based on the source. For example, the controller may determine the output based on data received from a grid operator or other data source. The controller 102 may determine a first consumption rate based on the emissions output 124.

[0138] In some embodiments, the controller 102 can receive various route segments of the route. The controller 102 can adjust the amount of electrical energy based on the expected load demand of the vehicle while it is traveling through a first route segment of the route segment and while it is traveling through a second route segment of the route segment. For example, when approaching an overhead line section, an uphill section, or a downhill section of the route, the controller 102 can adjust the amount of energy received (for example, to avoid charging the battery before a downhill section where regenerative braking may be used).

[0139] Furthermore, the controller 102 can allocate the first and second portions of the emissions target 122 to the first and second route segments. The controller 102 can determine the amount of electrical energy to meet the emissions target based on multiple segments. For example, the controller can cause the emissions output 124 to exhibit a time difference (e.g., higher emissions on uphill sections and lower emissions on downhill sections). Thus, the first portion of the emissions target may not meet the emissions target, the second portion may meet the emissions target, and the combination of the first and second portions may meet the emissions target 122. In some embodiments, the controller 102 can determine or adjust the vehicle speed based on the amount of electrical energy. For example, the controller 102 can increase the speed when electrical energy is available to propel the vehicle, or decrease the speed when electrical energy is not available (or when the available electrical energy is less than the load demand, such as during battery recharging). The amount of electrical energy itself may depend on the speed. For example, higher speed travel on a route segment containing the conductive element 220 may reduce the total amount of electrical energy received by the conductive element 220. The controller 102 can determine the amount of electrical energy based on the vehicle's speed.

[0140] When terms such as “generally,” “about,” and “substantially” are used herein, they are intended to have a broad meaning consistent with the generally accepted usage by those skilled in the art in which the subject matter of this disclosure relates. It should be understood by those skilled in the art considering this disclosure that these terms are intended to allow for a description of some of the described and claimed features without limiting the scope of those features to the strict numerical ranges provided. Accordingly, these terms should be interpreted as indicating that any non-substantial or insignificant modification or alteration of the described and claimed subject matter is considered to fall within the scope of the disclosure set forth in the appended claims.

[0141] When the terms “exemplary” and its variations are used in this specification to describe various embodiments, it should be noted that such embodiments are examples, representations, or illustrations of possible implementations (and such terms do not necessarily imply that such embodiments are special or best examples).

[0142] When the terms “joined” and its variations are used herein, they mean joining two members directly or indirectly to one another. Such joinings can be fixed (e.g., permanent or fixed) or movable (e.g., removable or detachable). Such joinings can be achieved by two members directly joined to one another, two members joined to one another using one or more separate intervening members, or two members joined to one another using an intervening member formed integrally as a single body. If “joined” or its variations are modified by an additional term (e.g., directly joined), the general definition of “joined” provided above is modified by the explicit linguistic meaning of the additional term (e.g., “directly joined” means joining two members without separate intervening members), resulting in a narrower definition than the general definition of “joined” provided above. Such joinings may be mechanical, electrical, or fluid. For example, "being connected" to circuit B in a communicative manner can mean either circuit A communicating directly with circuit B (i.e., without intermediaries) or communicating indirectly with circuit B (e.g., through one or more intermediaries).

[0143] Figures and descriptions may illustrate a specific order of method steps, but such order may differ from that illustrated and described unless otherwise specified. Also, unless otherwise specified, two or more steps may be performed simultaneously or partially simultaneously. Such variations may depend, for example, on the selected software and hardware systems and the designer's choices. All such variations are within the scope of this disclosure. Similarly, standard programming techniques, along with rule-based logic and other logic, can be used to realize software implementations of the described methods and achieve various connection, processing, comparison, and decision steps.

[0144] It is important to note that the structure and configuration of the vehicle 100 shown in the various exemplary embodiments are illustrative only. For example, any component of the vehicle 100 or any component for the vehicle 100 (e.g., any component that interfaces with the vehicle 100) can be positioned separately from the vehicle 100. In addition, any element disclosed in one embodiment can be combined with or used in any other embodiment disclosed herein. Only an example of an element from one embodiment that can be incorporated into or used in another embodiment has been described, but please understand that other elements from various embodiments can be combined with or used in any of the other embodiments disclosed herein. [Explanation of Symbols]

[0145] 100 vehicles 102 Controllers 104 Energy Conversion Devices 106 Energy Storage Devices 106A First energy storage device 106B Second energy storage device 106C Third Energy Storage Device 108 Energy Distribution System 110 Route Planner 112 Emissions Aggregators 120 data repositories 122 Emissions target 124 Emissions output 126 Route Data 128 Load Data 200 Route Map 202 First Route Segment 204 Second Route Segment 206 Third Route Segment 208 Fourth Route Segment 210 Fifth route segment 212 Fueling Station 214 Fixed Charging Stand 216 Acceptance Facilities 218 supply facilities 220 Conductive elements 300 Energy Flow Diagram 302 Diesel storage tank 302A Petroleum Diesel 302B HVO 302C Biodiesel 304 CNG / LNG storage tank 304A Green Sauce 304B Blue Sauce 304C Gray Sauce 306 Electrical Port 308 engine 310 Alternator 312 batteries 314 Traction Motor 400 Intensity-Product Diagram 402 Productivity axis 404 carbon strength axis 406 Part 1 408 Local minimum 410 Operating point 412 Part 2 414 Vertical section 416 Part 4 418 Part 5 500 User Interfaces 502 Column 1 504 Second column 506 Third column 508 Fourth column 510 First transport truck 512 Second transport truck 514 Third transport truck 516 First line 518 Second line 520 Third line 522 Fourth line 524 Fifth line 600 System 702 Pantograph 800 Computer systems, computing devices, computing systems 805 Bus 810 processor 815 Main Memory 820 ROM 825 Storage Devices 830 Input Devices 835 displays 900 ways 1100 methods

Claims

1. A system for generating mechanical energy for vehicle propulsion, An electrical port configured to receive electrical energy from a conductive element outside the vehicle, wherein the conductive element is arranged along a route for the vehicle, and the electrical port is configured to receive electrical energy from a conductive element outside the vehicle. An energy conversion device configured to receive a first fuel and a second fuel, It is a controller, The route having multiple route segments is received, The vehicle receives a certain amount of electrical energy from the electrical port along a first route segment of the plurality of route segments, and the amount of electrical energy satisfies at least one of the energy demand or emission targets of a second route segment following the first route segment along the plurality of route segments. Based on the energy demand along the first route segment for the vehicle and the receipt of a certain amount of electrical energy, a first consumption rate of the first fuel and a second consumption rate of the second fuel are determined. A controller configured as follows, A system equipped with these features.

2. The aforementioned controller, Emission targets for the vehicles along the first route segment, The first emission output for the first fuel, The second emission output for the second fuel, and The third emission output for the aforementioned electrical energy The system according to claim 1, further configured to determine the first consumption rate and the second consumption rate based on the above.

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

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

5. The aforementioned controller, The system according to claim 1, configured to determine the amount of electrical energy based on the speed of the vehicle traveling through the first route segment, wherein the speed is based on the second route segment of the route.

6. The aforementioned controller, The system according to claim 1, wherein the energy storage device is configured to determine the amount of electrical energy based on a portion of the amount of electrical energy supplied to the energy storage device, and the energy storage device is configured to supply the electrical energy to the traction motor during the second route segment of the route.

7. The vehicle is equipped with a traction motor for generating the electrical energy via regenerative braking while descending the slope of the second route segment. The system according to claim 1, wherein the controller is configured to determine the amount of electrical energy based on the regenerative braking for the incline.

8. The energy conversion device is configured to generate electrical energy from a fuel source. The aforementioned controller, The system receives an indicator of the emission target for the vehicle along the first route segment, An indicator of emissions output corresponding to the amount of fuel source and electrical energy is received. The system according to claim 1, configured to determine the amount of electrical energy based on the emissions target and the emissions output.

9. A method for propelling a vehicle, The steps include receiving electrical energy from external conductive elements at the vehicle's electrical ports while traveling along a route, based on control signals generated by the controller, The controller receives multiple route segments of the route, The aforementioned controller, Energy demand for the vehicle's energy conversion device, configured to receive a first fuel and a second fuel, The amount of electrical energy, and The second consumption rate of the second fuel Based on this, the steps include determining the first consumption rate of the first fuel, The controller controls the vehicle while it is traveling along the first route segment of the plurality of route segments. (i) the predicted load demand of the vehicle that is expected to travel along a second route segment of the plurality of route segments, following the first route segment along the plurality of route segments, and (ii) that at least one of the energy demand or emissions targets of the second route segment is met, Based on this, the steps include adjusting the amount of electrical energy, A method that includes this.

10. The aforementioned controller, Emission targets for the vehicles along the first route segment, The first emissions output for the first fuel, and The second emission output for the second fuel The method according to claim 9, further comprising the step of determining the first consumption rate based on the above.

11. The controller determines the source of the electrical energy supply, The controller determines, based on the supply source, the emission output associated with the electrical energy; The method according to claim 9, further comprising the step of determining the first consumption rate based on the emissions output using the controller.

12. The controller performs the steps of allocating a first portion of the emissions target to the first route segment, The controller performs the steps of allocating the second portion of the emissions target to the second route segment, The controller further includes the step of determining the amount of electrical energy needed to achieve the emissions target, The first part of the emissions target does not coincide with the emissions target, The second part of the emissions target is to achieve the emissions target, The method according to claim 9, wherein the combination of the first part and the second part achieves the emissions target.

13. The method according to claim 9, further comprising the step of determining the speed of the vehicle based on the amount of electrical energy using the controller.

14. The method according to claim 9, further comprising the step of determining the amount of electrical energy based on the speed of the vehicle using the controller.

15. It is a vehicle, An electrical port configured to receive electrical energy from a conductive element outside the vehicle, wherein the conductive element is arranged along a route for the vehicle, and the electrical port is configured to receive electrical energy from a conductive element outside the vehicle. An energy conversion device configured to receive a first fuel, A controller comprising one or more processors coupled to memory, The route having multiple route segments is received, The vehicle receives a certain amount of electrical energy from the electrical port along a first route segment of the plurality of route segments, and the amount of electrical energy satisfies at least one of the energy demand or emission targets of a second route segment following the first route segment along the plurality of route segments. Based on the energy demand along the first route segment of the energy conversion device and the receipt of a certain amount of electrical energy, the first consumption rate of the first fuel is determined. A controller configured as follows, A vehicle equipped with the following features.

16. The aforementioned controller, Based on the second consumption rate of the second fuel for the energy conversion device, the first consumption rate of the first fuel is determined. The vehicle according to claim 15, further configured to determine the first consumption rate and the second consumption rate based on emissions targets for the vehicle along the first route segment.

17. The aforementioned controller, The first emission output for the first fuel, The second emission output for the second fuel, and The vehicle according to claim 16, configured to determine a third emissions output for the electrical energy, wherein the sum of the first emissions output, the second emissions output, and the third emissions output does not exceed the emissions target for the vehicle along the first route segment.

18. The aforementioned controller, The emissions target for the vehicles along the first route segment, The first emission output for the first fuel, The second emission output for the second fuel, and Operating parameters that show a positive correlation with the total emissions output of the aforementioned vehicle The vehicle according to claim 16, configured to perform an objective function for determining the first consumption rate and the second consumption rate based on the above.

19. The vehicle according to claim 15, wherein the electrical port is coupled to the pantograph of the vehicle.

20. The vehicle according to claim 19, wherein the energy demand along the first route segment is based on the load of the vehicle.

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