Transport process and system for supplying electrical energy by means of a cargo transport vehicle, method for managing vehicles, and long combination vehicle

Abstract

The present invention relates to an optimized management system for supplying electrical energy by means of a cargo transport vehicle, promoting efficiency in energy logistics management, electric mobility and more sustainable development. More specifically, the invention uses the modularity and segmentation capacity of cargo transport vehicles, for example long combination vehicles (LCVs), to meet various electrical energy demand requests, making it possible to meet high energy demand such as during peak consumption periods, as well as lower demand. The present invention pertains to the fields of mechanical and electrical engineering applied to energy management in automotive systems, with particular emphasis on cargo transport.

Description

Descriptive Report of Invention Patent TRANSPORTATION PROCESS AND SYSTEM FOR SUPPLY OF ELECTRICITY PER CARGO TRANSPORTATION VEHICLE, VEHICLE MANAGEMENT METHOD, AND CARGO TRANSPORTATION VEHICLE COMBINATION LOAD Field of Invention

[0001] The present invention describes a process and method for supplying electrical energy and meeting various energy demands through a freight vehicle, aiming at energy efficiency in the transportation of electrical loads and materials, unloading electrical loads and materials, and generating electrical charge in the freight vehicle. The present invention falls within the fields of mechanical and electrical engineering, focused on energy management in automotive systems with an emphasis on freight transportation. Background of the Invention

[0002] The growing use of vehicles with a certain degree of electrification, whether 100% electric, hybrid, or plug-in hybrid, has led to a search for onboard power generation sources, such as regenerative braking or even solar panels. These power sources allow for instantaneous use of the generated energy or storage in a battery. These solutions are used in both passenger and freight vehicles.

[0003] Therefore, vehicles equipped with energy storage devices, such as batteries, must have cell and / or module management systems that instantly read operational parameters for both passive and active operation, allowing for energy balance and proper operation. Thus, Power generation sources work in conjunction with battery cell management systems to efficiently generate and consume stored energy. However, some of these systems only consider the vehicle's current load context, without considering past or predictive (future) parameters. These solutions often end up wasting electrical energy by not managing it properly, by not generating energy at the right time, or by not having enough energy for a given action. For example, to preserve battery life, the vehicle's energy management system is designed to dissipate any excess energy generated when the battery is at 100% of its charge capacity, avoiding the injection of electrical current into the battery terminals. In these cases, vehicles rely on resistor banks for dissipation, and consequently, energy waste.

[0004] There are solutions that integrate with Smart Grid networks, allowing vehicles to supply or return electricity to the grid, such as in garages, yards, or parking lots equipped with charging stations. Although such solutions exist, one problem to be solved is how to optimize this bidirectional capacity without compromising vehicle operation. This problem is even more evident in vehicles and freight transportation systems, as logistics is a determining factor in this sector, as the transportation of material cargo influences the decision to use the electrical energy stored in the vehicle.

[0005] As in document US2008174174, the cargo boxes of these vehicles have an electrical energy recovery system, with the power source reusing thermal or kinetic energy, which is transformed into auxiliary electrical energy that powers the temperature control system. However, the recovered energy is not directed to the electrical grid or external connectors on the vehicle.

[0006] On the other hand, the Smart Grid concept applied to freight transport vehicles is presented, for example, by the document US2020180404A1, which describes a refrigerated equipment with an embedded controller to manage both the supply and demand of energy between a power grid and the batteries that power the refrigerated equipment. To achieve this, the controller relies on the load delivery schedule, the equipment's cooling conditions, and the expected ambient conditions inside and around the equipment. The controller then makes a decision to transfer a certain amount of energy from the batteries without sacrificing equipment performance.

[0007] Document US2013231808A1 describes a vehicle that generates, stores, and distributes stored energy to power, for example, a comfort system, cargo cooling, platform lift mechanisms, and defrosting system. This energy comes from various sources available on the vehicle, such as solar panels, a brake regeneration system, and shock absorbers. Thus, the stored energy is allocated to power based on factors such as time of day, ambient temperature, and weather conditions, predicting energy demands for cargo transportation.

[0008] Although documents US2013231808A1 and US2020180404A1 mention the transfer of energy from the vehicle to the electrical grid, they propose energy management based on weather and traffic conditions, and energy consumption in the vehicle itself, without using all the particularities that the cargo transport vehicle has to optimize the generation and delivery of energy to the grid.

[0009] In general, this delivered energy is an electrical charge in excess of the charge used to operate the vehicle or remaining in the batteries. Thus, document JP7351795B2 addresses an electrical power control system connected to facilities with air conditioning and lighting devices, charging and discharging electric vehicles based on each vehicle's usage routines, traffic and weather conditions, as well as the vehicles' state of charge (SoC). Thus, The solution aims to meet the demands for electrical energy in the installation and in the vehicles, prioritizing the loading of vehicles over the unloading of vehicles.

[0010] Additionally, document JP5837129B2 presents an installation with an electrical infrastructure using Smart Grid technology, where an energy management system connects to a hybrid vehicle to create a vehicle charging and discharging plan and a vehicle operating plan during trips, aiming to reduce vehicle fuel consumption and meet the installation's electrical demand. To this end, the plans are defined based on user-selected parameters, such as the vehicle's usage routine or the battery's SoC at the time of departure.

[0011] Thus, documents JP7351795B2 and JP5837129B2 exemplify the decentralized energy distribution model known as Energy as a Service (EaaS). In this sense, document WO2023104497A1 presents a method for regulating battery charging in an electric vehicle, implemented by an on-board control unit. The method performs: selecting a route; calculating energy consumption considering factors such as the location of the vehicle and charging points, the route profile, slope, driver profile, and speed limits; and determining circumstances—location and time—in which the cost per unit of electricity when charging is lower and the profit obtained per unit of electricity when discharging is higher, based on user preferences indicating, for example, preserving battery life, having sufficient SoC to cover the entire route, and avoiding low SoC.

[0012] Additionally, for managing energy transactions in electric vehicles, document US2010049533A1 presents a plan that determines the start and end of vehicle charging at a charging station, based on data sharing, such as vehicle or station charging capabilities, vehicle SoC, charging rate and grid electricity price, maximum voltage and current, and permitted or prohibited charging locations. The provision of Energy can be interrupted, for example, if the price per kWh reaches an acceptable maximum. Additionally, the vehicle itself can supply and sell energy to the charging station.

[0013] Although these solutions consider the optimization of electrical charging and unloading in the EaaS sphere, the context of combined freight vehicles (CVC) is not considered, despite CVCs having significantly greater electrical storage, generation, and distribution capacities than passenger vehicles. This raises the problem of managing CVCs that can transport both material and electrical loads in much larger quantities.

[0014] Document IT201900000605A1 presents a method and system for optimizing transportation management in electric vehicles for recharging or supplying power to the grid, quantifying energy consumption through a mathematical model that considers factors such as: SoC, route profile and time, location of charging points, vehicle speed and mass. However, the IT201900000605A1 solution is not targeted at freight transport vehicles, which is a completely separate context within the vehicle sector.

[0015] In other words, the electrical energy present or generated in vehicles has been treated by the technique either for consumption in the vehicle or to supply a small portion of the remaining energy in the vehicle's batteries to buildings with reduced energy demands, with no dedicated solutions to meet electrical energy demands.

[0016] Therefore, we seek to develop solutions that integrate demands for electrical energy with the logistical universe of the road network traveled by freight transport vehicles, managing these vehicles in an optimized and intelligent manner to utilize their greater capacities for the transportation and supply of electrical energy.

[0017] Thus, from what can be inferred from the literature researched, no documents were found anticipating or suggesting the teachings of present invention, so that the solution proposed here has novelty and inventive step compared to the state of the art. Summary of the Invention

[0018] Thus, the present invention solves the problems of the prior art by providing a management and optimized energy distribution system that meets the electrical energy demands of users of the logistics ecosystem and freight transport vehicles for the provision of electrical energy. Therefore, the present invention proposes that the vehicles' energy storage devices serve as mobile loads, enabling new forms of energy supply and energy optimization within the logistics ecosystem, where electrical energy is managed in the most profitable manner for the energy supplying vehicle, most convenient for the recipient, and / or most necessary at each use occasion, for example, in emergency situations or consumption peaks. Thus, this management of freight transport vehicles, which supply electrical energy, promotes electric mobility to meet demands.

[0019] To this end, the invention leverages the modularization and segmentation of freight vehicles to meet varying demands for electrical energy. This allows for the fulfillment of high energy demands, expanding the capacity of CVCs for the transportation of both electrical and material loads, and for the supply of electrical energy. This enables sustainable energy use combined with logistics strategies across transportation modes, resulting in energy-optimized logistics that contribute to the environment.

[0020] Thus, in a first object, the present invention presents a process of supplying electrical energy to an electrical unit by means of a cargo transport vehicle (1) comprising at least one modular vehicle, in which the process comprises a step of supplying a electrical load to the unit by means of at least one of said modular vehicles, based on an energy demand request from the unit.

[0021] In a second object, the present invention presents a transport system for supplying electrical energy by means of a cargo transport vehicle (1) comprising: a modular vehicle attachable to a tractor vehicle and / or at least one other modular vehicle, forming the transport vehicle (1); and an energy storage means and / or a generator, being arranged in at least one of the modular vehicles of the transport vehicle (1).

[0022] In a third object, the present invention presents a method for managing cargo transport vehicles for supplying electrical energy, in which the method comprises the steps of: defining an energy logistics plan based on at least one energy demand request; and monitoring the electrical charge supply of the cargo transport vehicles.

[0023] Still, in a fourth object, the present invention presents a cargo vehicle combination (1) comprising a towing vehicle and one or more passive vehicles, in which the cargo vehicle combination (CVC) (1) comprises a control unit interacting with an energy storage means and / or with a generator installed in the cargo vehicle combination, in which both the towing vehicle and the one or more passive vehicles comprise a means of supplying individual electrical energy to electrical units, in which: the control unit is provided with energy demand request information from the electrical units; the control unit is provided with segmentation data for the cargo vehicle combination, said data generated based on the energy conditions of the cargo vehicle combination and the demand requests;and both the towing vehicle and the one or more passive vehicles are provided with individual electrical power supply information for each electrical unit, said vehicles being independent suppliers of electrical power to the electrical units.;

[0024] These and other objects of the invention will be immediately appreciated by those skilled in the art and will be described in detail below. Brief Description of the Figures

[0025] In order to better define and clarify the content of this patent application, the following figures are presented:

[0026] Figure 1 shows a schematic diagram for energy management in a freight transport system (1), in which an energy logistics plan (10) is defined based on a correlation (20) between transport system parameters (30) and operating settings (40).

[0027] Figure 2 shows an embodiment of a possible route with stopping points (P), where the cargo transport vehicle (1), following the energy logistics plan (10), transfers a certain amount of cargo to an energy exchanger located at the stopping point (P) located after a slope.

[0028] Figure 3 shows an embodiment of the energy management system of the invention for a load transport system (1), on a slope being a section of energy generation (T), highlighting one of the axes of the transport system (1) provided with an energy regeneration system.

[0029] Figure 4 shows an embodiment of the energy management system in a vehicle (1) equipped with an on-board controller (104) connected to a battery (101), which in turn is connected to an external energy source (103).

[0030] Figure 5 shows a diagram of an embodiment of the energy management system in a refrigerated vehicle (1), such that the energy comes not only from the batteries (101) but also from the photovoltaic panel system (100).

[0031] Figure 6 shows a diagram of an embodiment of the energy management system in the refrigerated vehicle (1) that has a regenerative braking system (110) on at least one of the axles of the transport vehicle. (1 ).

[0032] Figure 7 shows a diagram of an embodiment of the energy management system in the refrigerated vehicle (1), with the energy coming from both the photovoltaic panel system (100), the regenerative braking system (1 10) and / or the batteries (101).

[0033] Figure 8 shows a diagram of an embodiment of the energy management system applied in a cargo transport vehicle (1), as shown in the diagrams of figures 4 to 8, in which the energy management system is capable of transferring an electrical load from one of the energy sources (2) to the external energy source (103).

[0034] Figure 9 shows a schematic diagram for implementing the transformation algorithm (21) on a set of features (11). Detailed Description of the Invention

[0035] Cargo transport vehicles, such as CVCs, cover extensive distances and, with current technologies, rely on batteries, energy regeneration systems, and / or electricity generation from solar energy, biomass, biofuel, etc. Thus, CVCs are capable of generating and storing energy within the vehicle itself and moving or transporting this energy to desired locations.

[0036] Based on this, the present invention proposes the management of cargo transport vehicles to supply electrical energy to electrical units. In one embodiment, the transport vehicle (1) is a CVC. In another embodiment, the transport vehicle (1) is a composition of railway cars. In another embodiment, the transport vehicle (1) houses electrical energy storage means and / or generators to deliver large amounts of electrical charge, under a determined set of voltage, current, and power for powering electrical units.

[0037] Electricity supply

[0038] For the purposes of the present invention, the electrical unit is the receiver of the electrical energy from the transport vehicle (1), that is, the electric unit is the one that has a demand for service and electrical charging. Furthermore, the electric unit is fixed or mobile. In one embodiment, the electric unit has a socket for connection to the transport vehicle (1). In one embodiment, the electric unit has technology for remote charging.

[0039] In one embodiment, the electrical unit refers to a facility, e.g., a residence, building, or commercial location, where energy demands, in kWh values, are lower compared to hospitals, residential complexes, factories, and commercial vehicle parking lots. In one embodiment, the electrical unit refers to a vehicle, for example, a passenger car, semi-trailer, or other CVC. Thus, the present invention achieves compatibility of the charging capacity of batteries transported in the transport vehicle (1) with energy demands, including high demands requested by industries and lower demands requested by vehicles.

[0040] In one embodiment, an energy demand request describes minimum, maximum and / or average values ​​of: amount of energy (kWh), power (W), discharge time (s), electrical voltage (V) and alternating (AC) or direct (DC) electrical current (A).

[0041] Additionally, the energy demand request contains a specific time and location. Unlike other state-of-the-art solutions that rely on the vehicle's electricity consumption to provide remaining energy during predominantly nighttime hours, the transportation vehicle (1) of the invention is more versatile in meeting different types of demand, whether during peak energy periods, emergencies, or routines of high electrical consumption in the electric unit. Furthermore, these requests can be made in advance by scheduling or forecasting energy demand.

[0042] Furthermore, the energy demand request presents, in In one embodiment, the infrastructure conditions of the requesting unit. In one embodiment, the infrastructure condition refers to a power factor of the electric unit. Thus, the supplying vehicle (1) adapts to the power factor described in the request to deliver the electric load to the electric unit or to the electric unit's power grid. From this, the present invention provides energy savings on both the requesting and supplying sides.

[0043] Thus, to meet demands, the energy discharge from the transport vehicle (1) corresponds to: an excess or additional load to the consumption of the transport vehicle (1); an electrical load exclusively for supplying energy to electrical units, not being used by the transport vehicle (1); or a mixed electrical load for both consumption in the transport vehicle (1) and for supply to electrical units.

[0044] Modularization of the cargo transport vehicle (1)

[0045] The electric mobility of the invention, which meets a variety of energy demands, derives from the modularization of cargo transport vehicles with multifunctional capabilities. For the purposes of this invention, a modular vehicle is understood as any vehicle capable of coupling with another, forming an arrangement of vehicles that are driven together, and also capable of decoupling from said arrangement. The modular vehicle can be active or passive, that is, capable of moving independently or through the action of another vehicle.

[0046] In one embodiment, the modular vehicle is a semi-trailer. In another embodiment, the modular vehicle is a towing vehicle. In another embodiment, the transport vehicle (1) has towing and driven vehicles as modular vehicles, forming a modular vehicle arrangement. In another embodiment, at least one of the modular vehicles is autonomous. In another embodiment, the towing vehicle is an autonomous dolly that tows one or more semi-trailers, forming a modular vehicle arrangement.

[0047] Thus, each modular vehicle has one or more functions among: transportation and storage of electrical charge and / or material charge; supply of electrical charge; generation of electrical energy; and receipt of electrical charge by recharging batteries of the transport vehicle (1). To this end, each vehicle of the transport vehicle (1) has an energy storage medium disposed in at least one of the modular vehicles. In one embodiment, the storage medium is a battery, a battery pack, or a supercapacitor.

[0048] Thus, at least one of the CVC modular vehicles, whether a towed vehicle or a tractor vehicle, has batteries to meet energy demands. Thus, the present invention allows the fulfillment of different demands to be independent of each other, since the energy supply comes from at least one of the modular vehicles of the transport vehicle (1). In other words, each modular vehicle is capable of individually supplying electrical energy to each electric unit.

[0049] Electricity supply process

[0050] By supplying energy, the transport vehicle (1) acts as a support system for electrical networks or installations at times of peak consumption; a power source for isolated locations; a resource as a supplier for mobile units, such as other vehicles; and a resource as support in emergency situations when there is a power outage or peak demand in the location.

[0051] To this end, the process of the invention has a step of supplying an electrical charge to the unit through one of the modular vehicles that make up the transport vehicle (1). In one embodiment, more than one modular vehicle or all of the modular vehicles of the transport vehicle (1) supply the energy demand. The supply of energy by the transport vehicle (1) is based on the energy demand request of the unit. In one embodiment, an information center receives the demand requests.

[0052] Thus, the supply of the load to the electrical unit is individual by by means of a modular vehicle or a set of modular vehicles of the transport vehicle (1) to meet the requests independently.

[0053] Process monitoring

[0054] Each delivery, in one embodiment, is monitored, making energy transportation and unloading safer and more reliable, ensuring that energy demand requests are met within the expected timeframes and with minimal energy loss or waste. In one embodiment, the information center monitors the process from receipt of the demand, movement of the transport vehicle, to delivery of the load to the electrical unit.

[0055] For the purposes of the present invention, the information center is a processor that executes algorithms with programmed instructions, indicating guidelines for efficient fulfillment of the request, in order to assist a fleet manager or a driver of the transport vehicle (1). In one embodiment, the processor is installed locally in one of the modular vehicles of the transport vehicle (1). In one embodiment, the processor is installed in each of the modular vehicles of the transport vehicle, enabling interaction between these modular vehicles. In an alternative or complementary embodiment, the information center is a remote server or a cloud platform.

[0056] Additionally, the remote information center communicates with the fleet manager and / or the driver of the transport vehicle (1) through a display located on the towing vehicle's instrument panel, a mobile phone application, and / or a control unit onboard the vehicle. In one embodiment, the local information center is the control unit itself. In another embodiment, the information center operates redundantly or complementaryly, being located both remotely and locally.

[0057] The process of the invention has a step of receiving, through the information center, at least one energy condition of the transport vehicle (1). In an additional embodiment, the information center information receives, for example, SoC values ​​from each of the modular vehicles of the transport vehicle (1), determining which modular vehicles or a set of modular vehicles are compatible to meet the request in terms of the requested electrical load, among other specifications described: DC or AC current, single-phase, two-phase or three-phase voltage, power, etc.

[0058] To this end, in one embodiment, energy conditions refer not only to the state of charge (SoC) of batteries in each modular vehicle, but also to the state of health (SoH) and temperature of the batteries, aiming at accident prevention and battery durability, even if, in one embodiment, second-life batteries are used. This monitoring of energy conditions also occurs during the transport vehicle's (1) movement to the electrical unit, avoiding undue electrical discharges in the event of: cargo theft, supplying a unit that does not correspond to the electrical unit requesting the demand, and / or supplying by a vehicle that does not correspond to the one to meet the request.

[0059] Furthermore, the process includes a step for authorizing the supply of electrical power to the electric unit. In one embodiment, the information center authorizes the supply by identifying that the supplying vehicle is at the correct electric unit location. In one embodiment, this authorization is based on the identification of the supplying vehicle, the identification of the electric unit, georeferencing data, and / or the state of charge (SoC) available on the supplying vehicle. In another embodiment, this authorization is based on the correspondence between the requirements described in the demand request and the capabilities of the supplying vehicle.

[0060] Furthermore, in one embodiment, the electrical load transported by the vehicle (1) is increased by the generation of energy in the vehicle (1) that has solar panels and / or brake regeneration systems, among other devices acting as a generator on board the transport vehicle (1).

[0061] Furthermore, the invention's process includes an additional step of indicating, through the information center, at least one of the modular vehicles for supplying the electrical load, based on energy conditions and demand requests. In one embodiment, said indication of the modular vehicle(s) as the supplying vehicle(s) is performed prior to the arrival of the transport vehicle (1) at the electrical unit. Thus, the invention provides reliability to the unit in terms of efficiently meeting the requested demand, in addition to speeding up the energy discharge.

[0062] In another embodiment, said indication of the modular vehicle is performed at the location of the unit, redundantly to the previous indication during or at the beginning of the movement of the transport vehicle (1). In one embodiment, the indication is performed when the connection between the modular vehicle and the electrical unit is established. In one embodiment, the authorization releases only the modular vehicles indicated for supply, preserving the electrical load of other modular vehicles of the transport vehicle (1).

[0063] After authorization and designation of modular vehicles for supply, in one embodiment, the information center monitors energy conditions. In one embodiment, the supplier vehicle designation is updated as the supply progresses, so the supplier modular vehicle can be changed when it reaches a minimum SoC value.

[0064] In addition to battery data, energy conditions refer to the electrical current and voltage during delivery. Thus, monitoring energy conditions provides an overview of the energy transport and discharge from the transport vehicle (1) to the electric unit. With this, the information center calculates a monetary value related to the electrical load delivered. In one embodiment, the calculated value considers the time of delivery, power, and the amount of energy delivered from renewable sources, including generators onboard the vehicle, such as solar panels.

[0065] In one embodiment, the monitoring of energy conditions is online, so that the information center correlates the energy conditions with the current position of the transport vehicle (1), checking in advance whether it would be able to meet the demand request when it arrives at the unit.

[0066] In another embodiment, energy condition monitoring is offline, wherein said verification is performed at the electrical unit. In an additional embodiment, when the transport vehicle (1) establishes a connection with the information center, the latter, in turn, verifies whether the available electrical load meets the requested demand. In an alternative embodiment, the control unit onboard the transport vehicle (1) verifies whether the available electrical load is sufficient to meet the demand.

[0067] Additionally, the information center generates supply interruption data based on the energy conditions of the transport vehicle (1). Thus, energy condition monitoring also occurs during supply, preventing additional charges or abnormalities during discharge. In one embodiment, the interruption data is a notification recommending supply interruption, displayed on a display on the transport vehicle (1). In another embodiment, the interruption data is an alert to stop discharge or disconnect the supplying vehicle. In another embodiment, the interruption data is an immediate interruption command, executed automatically by the supplying vehicle's control unit.

[0068] To this end, in one embodiment, the information center detects abnormalities in the supply's electrical current / voltage, and the temperature of supply components, such as a converter, inverter, or connector. In a complementary or alternative embodiment, the control unit detects these abnormalities. From this, the present invention achieves precision and reliability in the supply of electrical loads, reducing risks. of accidents and chances of extra electrical charges.

[0069] Furthermore, during and / or at the end of the supply, the information center receives warnings of failure or changes in relation to the initial request, for example: supply of higher or lower electrical load, outside the scheduled supply time and instabilities during the supply or lack of infrastructure in the unit for connection with the supplying vehicle.

[0070] Thus, the information center generates a complete report regarding the fulfillment of the request describing, in one embodiment: amount of electrical charge supplied, time of supply with start and end times, waiting time for the release of the electrical unit to perform both the connection and disconnection between the supplier vehicle and the electrical unit, and occurrences during the supply and during the trip to the electrical unit.

[0071] Segmented supply of electricity

[0072] By monitoring the supply process, each energy demand request is met optimally, ensuring that each supply vehicle has sufficient electrical charge suitable for the respective requesting electrical unit. In other words, the present invention provides logistical and energy efficiency for supplying electrical charge to electrical units.

[0073] To further promote electric mobility, the invention proposes the segmentation of the electrical energy transported and supplied by the cargo transport vehicle (1). In the context of modular vehicles that make up the transport vehicle (1), each modular vehicle has a quantity of stored electrical charge that is equal to or different from the quantities of charge stored in the other modular vehicles, which allows the segmentation of electrical energy given the intrinsic characteristics of the vehicle (1). Based on this, the transport vehicle (1) is divided into modular vehicles in order to meet demand requests independently. In one embodiment, the transport vehicle (1) has connected modular vehicles among themselves, each one or a set of them having a different function among: transporting material cargo; transporting electrical cargo; supplying electrical cargo; generating electrical energy; transporting another modular vehicle; and / or a combination of the same.

[0074] For this purpose, the information center generates segmentation data for the transport vehicle (1), based on energy conditions and demand requests. In one embodiment, the segmentation data indicates uncoupling of one or more modular vehicles from the transport vehicle (1). In one embodiment, the segmentation data indicates coupling of one or more modular vehicles to the transport vehicle (1). In one embodiment, the segmentation data indicates a location for coupling and / or uncoupling of modular vehicles, either before the transport vehicle (1) arrives at the unit or at the unit itself.

[0075] In one embodiment, the generation of the segmentation data is based on the SoC of each modular vehicle that makes up the transport vehicle (1) and the requested electrical load. In one embodiment, the generation of the segmentation data is based on the correlation of said states of charge (SoC) with the updated position of the transport vehicle (1), verifying whether the electrical charge stored in the vehicle at said position is sufficient to meet the request. In one embodiment, the generation of the segmentation data is also based on meeting future demand requests.

[0076] Thus, the segmentation data aims to serve different electric units, based on the decoupling and / or coupling of one or more modular vehicles. In one embodiment, the information center generates segmentation data that indicates the decoupling of enough modular vehicles to serve the electric unit when the transport vehicle arrives at the electric unit, so that the remaining modular vehicles of the transport vehicle (1) serve other electric units, generate power, or recharge.

[0077] In one embodiment, when only the tractor vehicle leaves for the other electrical units, the tractor vehicle also equipped with energy storage means meets requests for smaller demands for electrical energy.

[0078] These embodiments allow the towing vehicle of the transport vehicle (1) to be driven uncoupled from modular vehicles, for the purpose of energy logistics optimization, where the towing vehicle operates between units by coupling modular vehicles, for example, those that have completed supply and / or those that have sufficient charge to meet other requests. In another embodiment, the transport vehicle (1) replaces an electrically unloaded modular vehicle with one with an electrical charge for supply to the unit.

[0079] To this end, the segmentation data is presented to a fleet manager or vehicle driver via a display communicating with the information center. In one embodiment, the segmentation data is received by the transport vehicle's control unit (1), which assists coupling / uncoupling operations.

[0080] In one embodiment, the towing vehicle is autonomous, being a tractor unit or dolly that tows modular vehicles, such as road implements. In one embodiment, the modular vehicle has one of five levels of automation to assist in driving the transport vehicle (1). In one embodiment, the transport vehicle (1) is autonomous, where the modular vehicles interact with each other or at least one of them controls the others. Thus, with segmentation data, autonomous transport vehicles (1) implement the process of the invention even more efficiently.

[0081] Cargo transportation system

[0082] Thus, the present invention provides a transportation system that operates between different modular vehicles, forming cargo transport vehicles, whether material, electrical, or a combination of both. To this end, the transportation system of the invention has interchangeable vehicles, based on the modularization and segmentation of cargo transport vehicles. Thus, the transport system of the invention has at least one modular vehicle that can be coupled to a tractor vehicle, forming a transport vehicle (1).

[0083] In one embodiment, the modular vehicle is a road implement. In another embodiment, the modular vehicle is a semi-trailer, trailer, B-train, B-train, or road train. Therefore, in one embodiment, the cargo transport vehicle (1) is a cargo vehicle combination (CVC).

[0084] The transported electrical charge is stored in an energy storage medium located in each of the modular vehicles that supply power. In one embodiment, the storage medium is a battery. In another embodiment, the storage medium is a battery pack. In another embodiment, each battery pack is individual and installed in the road implements and towing vehicles. In another embodiment, at least one battery is removable from the modular vehicle to supply the electrical charge. In another embodiment, the transport vehicle (1) connects to an energy exchanger to discharge the energy to the unit. In an alternative or complementary embodiment, the storage medium is a supercapacitor.

[0085] In one embodiment, the transport vehicle (1) has a combination of storage means and at least one generator, for example, a solar panel and / or an axle equipped with a regenerative braking system. In one embodiment, the transport vehicle (1) has generators, so that it generates and supplies energy when in operation. In one embodiment, each modular vehicle has a single function or multiple functions, forming a multifunctional transport vehicle (1) whether for supplying and transporting electrical cargo, transporting material cargo, driving other modular vehicles, or a combination of such functions.

[0086] To monitor the movement and supply of the load, the transportation system has sensors that read energy conditions. In one embodiment, the control unit of the transportation vehicle (1) receives the energy conditions read by said sensors. In one embodiment, the control unit sends the energy conditions of the transport vehicle (1) to the information center. In one embodiment, the information center receives georeferencing data from the transport vehicle (1).

[0087] In one embodiment of monitoring before the vehicle arrives at the unit, the sensor reads the state of charge (SoC) of the batteries, so that the information center calculates whether the electrical load at the current position of the supplying vehicle is capable of meeting the request upon arrival at the unit. In one embodiment, the sensor is embarked on at least one of the modular vehicles that supplies electrical charging. In another embodiment, the sensor is connected to the transport vehicle (1) in a manner that communicates with the storage media that supplies electrical charging. Thus, the information center obtains the energy conditions of the modular vehicles.

[0088] Thus, the present invention provides a cargo vehicle combination (CVC) (1) comprising a towing vehicle and one or more passive vehicles. In one embodiment, the passive vehicles are road implements. In another embodiment, the towing vehicle plus the road implement(s) are modular vehicles that make up the CVC (1).

[0089] The CVC (1) of the invention has a control unit embedded in at least one of the modular vehicles, such that the control unit interacts with an energy storage medium and / or a generator installed in the CVC (1). In one embodiment, the control unit receives energy conditions present in the storage means and in the generators. For this purpose, both the towing vehicle and the one or more passive vehicles comprise a means for supplying individual electrical energy to electrical units. In one embodiment, the supply means is a connector. In one embodiment, the supply means is a charging socket or a power exchanger. In one embodiment, the supply means is a bus. In one embodiment, each modular vehicle has a control unit for supplying electrical loads to electrical units.

[0090] From this, the control unit operates as a previously described information center. In one embodiment, the control unit communicates remotely with the information center. In one embodiment, the control unit receives an energy demand request from the electrical units. In one embodiment, the CVC (1) follows an energy logistics plan (10) based on demand requests.

[0091] In one embodiment, the control unit is provided with segmentation data of the freight vehicle combination, said data generated based on the energy conditions of the freight vehicle combination and demand requests. In one embodiment, the control unit monitors energy conditions during the movement of the CVC (1) and during the supply of electrical load from the CVC (1) to the electrical units. In one embodiment, the control unit receives battery data, e.g., SoC of each vehicle of the CVC (1).

[0092] Thus, the control unit uses the segmentation data to operate the CVC autonomously or with the intervention of the driver / fleet manager. In one embodiment, the segmentation data indicates the decoupling of one or more road implements from the CVC (1), keeping the remaining implements coupled to the towing vehicle, or decoupling all road implements from the CVC (1). In one embodiment, the segmentation data indicates that the CVC does not need to be split, keeping all implements coupled to the towing vehicle. Thus, the modular vehicles of the CVC (1), whether the towing vehicle or the passive vehicles, are independent suppliers of electrical power to the electrical units. Independent supply refers to the discharge of energy to one unit without interfering with the discharges of energy to other electrical units, with the discharges being performed by the same CVC.

[0093] For this purpose, both the towing vehicle and one or more passive vehicles are provided with individual electrical power supply information for each electrical unit.

[0094] Thus, the CVC (1) operates, in one embodiment, according to the steps of:

[0095] i) receipt of an energy demand request from a unit;

[0096] ii) definition of a CVC configuration (1) consisting of a tractor vehicle coupled to a road implement equipped with a certain number of batteries, solar panels and / or hydrogen cells;

[0097] iii) displacement of the CVC (1) configured to the unit along a route determined by the energy logistics plan (10), where there is an opportunity to generate energy in the CVC (1);

[0098] iv) segmentation of the CVC (1), indicating guidelines for uncoupling the road implement from the tractor vehicle;

[0099] iv) supply of the implement load to the unit; and

[0100] v) moving the tractor vehicle to supply the tractor vehicle's load to another unit.

[0101] These process steps are monitored, generating a database related to the transportation of electrical load and material and the distribution of electrical energy.

[0102] Method of managing freight transport vehicles

[0103] With the process, system, and transport vehicle described, the invention proposes a method for integrating these three objects, allowing the road logistics common to commercial vehicles to be optimized to deliver not only material cargo but also electrical energy. Thus, the method aims to manage the freight transport vehicles that make up the transportation system, where each transport vehicle has interchangeable modular vehicles and is also segmented to meet demand requests for electrical energy. In one embodiment, the method is implemented by an information center communicating with the transport vehicles (1) through the towing vehicle and / or at least one of the modular vehicles.

[0104] For this purpose, the invention method has a definition step an energy logistics plan (10) based on energy demand requests, aiming at efficient meeting of requests. In one embodiment, said plan (10) is also based on data to increase energy in the transport vehicle (1) through energy generation, that is, data regarding solar incidence, slopes or conditions for biofuel reforming. In one embodiment, said plan (10) also considers data to reduce energy consumption in the vehicle, verifying traffic conditions and climatic conditions that interfere with the conditioning of controlled environments. In one embodiment, said plan (10) also considers driver profiles, when the vehicle is not autonomous, where there are variations in steering / brake / accelerator inputs and parking at rest stops. In an autonomous vehicle embodiment, said plan (10) also considers performance and a certain level of automation provided by driving assistants.

[0105] In one embodiment, an information center remotely implements said method, automatically and / or with interventions from a fleet manager. In one embodiment, the information center gathers and processes demand requests, resulting in plans (10) with itineraries for each of the transport vehicles (1). Thus, the plan (10) is defined individually for each modular vehicle of the cargo transport vehicle (1), since each modular vehicle has a storage medium and is thus capable of meeting different energy demand requests coming from the same electrical unit or from different electrical units. For this, each individual plan (10) is defined based on the energy demand requests.

[0106] In one embodiment, the method performs a mapping of demand requests, where each modular vehicle of the transport vehicle (1) meets one or more requests, following its respective individual plan (10). Thus, the method has at least some operating modes: a mode aimed at meeting peak consumption times in units, concentrating transport vehicles in these units; another mode aimed at serving a logistical flow of a city or region for the transport of material cargo between units, concentrating transport vehicles in this logistical flow to also supply electricity to these units; or a combination of the previous modes.

[0107] To this end, the method of the invention includes a step of monitoring the supply of electrical charge from the cargo transport vehicles (1) to the electric units. In one embodiment, the information center monitors the supply and movement of each cargo transport vehicle (1). In one embodiment, a remote information center operates in conjunction with each control unit onboard each transport vehicle (1). Thus, the control unit receives energy conditions and sends them to the information center. In one embodiment, the energy conditions are: SoC and SoH in the batteries of each modular vehicle. Thus, supply monitoring is performed individually for each modular supply vehicle.

[0108] In one embodiment, plan (10) results from the correlation between energy demand requests and energy conditions. In one embodiment, the correlation for defining plan (10) also considers parameters of the transport vehicle (30) and operating settings (40). In one embodiment, plan (10) considers a first demand request during peak consumption hours and a second demand request for a reduced electrical load, so that plan (10) indicates the supply of the high load by the road implements, which are uncoupled in the unit, while the towing vehicle continues to supply the reduced electrical load. Thus, the first and second requests are met independently, in addition to being logistically optimized, allowing the towing vehicle to return to collect the unloaded road implements.

[0109] Furthermore, the information center generates structural modification data for the transport vehicle (1). In one embodiment, said data A structural modification is information about a change in the number of modular vehicles that make up one of the transport vehicles (1). The generation of said structural modification data is based on the energy conditions of the transport vehicles (1) and demand requests. In one embodiment, said modification refers to the coupling of at least one modular vehicle to the transport vehicle (1), increasing: the electrical and / or material load transport capacity, electrical load supply capacity, and / or power generation capacity. In another embodiment, said modification refers to the decoupling of at least one modular vehicle intended to: supply the electrical load available to the unit by the decoupled modular vehicles; unload material load, recharge the batteries; and / or generate power and supply the generated electrical load to the unit.In one embodiment, coupling and decoupling allow for the replacement of uncharged modular vehicles with electrically charged ones. Furthermore, in one embodiment, the structural modification data is composed at least in part of the segmentation data.

[0110] In other words, the structural modification data shows the segmentation of the transport vehicle (1), so that one part of the transport vehicle (1) serves one electric unit while the other part goes to serve another electric unit. The division of the transport vehicle (1) into two or more parts, since this division depends on the demand requests and the number of modular vehicles composing the transport vehicle (1). In one embodiment of a transport vehicle (1) being a CVC with a double-trailer coupled to a tractor vehicle, one modular vehicle from the double-trailer is uncoupled to meet a first demand, another modular vehicle from the double-trailer is uncoupled to meet a second demand, and the tractor vehicle meets a third demand, supplying three electric units independently.

[0111] Furthermore, meeting more demands for modular vehicles depends, in one embodiment, on the respective SoC of the modular vehicle. supplier. Otherwise, the structural modification data indicating coupling of modular vehicle(s) results in an increase in the capacity of the transport vehicle (1) to store and deliver electrical charge by coupling modular vehicles to the transport vehicle (1). In one embodiment, this increase occurs when one or more electrically charged or uncharged modular vehicles couple to the transport vehicle (1). In one embodiment, this increase occurs when the towing vehicle is driven uncoupled to pick up and couple electrically charged or uncharged modular vehicles.

[0112] In one embodiment, the structural modification data indicates which modular vehicle(s) and their respective locations for uncoupling and / or coupling to the transport vehicle (1). In one embodiment, the modification data is displayed on a display for a fleet manager or vehicle driver. In one embodiment, the modification data is displayed on the instrument panel display of the towing vehicle. In one embodiment, the control unit of the towing vehicle or modular vehicle, which has a certain level of automation, receives the structural modification data and performs the coupling and uncoupling in a driver-assistive manner.

[0113] Thus, each electric unit receives electrical charge from one or more modular vehicles of the transport vehicle (1). Furthermore, the information center monitors both the supply of electrical charge to the electric units and the movement of the transport vehicles (1), since the coupling / decoupling of modular vehicles occurs before arriving at the unit, in the unit itself, and / or after the unit to serve another unit, depending on the energy conditions of the transport vehicle and demand requests.

[0114] During delivery, the method performs additional steps, which are implemented by the information center based on the energy conditions of the transport vehicles (1) and demand requests. In one embodiment, these additional steps are performed prior to Supply. In one embodiment, these additional steps are performed when the transport vehicle (1) arrives at the unit or connects for electrical discharge. These additional steps are: designation of the modular vehicles for supplying the electrical charge; authorization of the electrical charge supply; and notification of interruption of the electrical charge supply.

[0115] Therefore, the selection of modular vehicles refers to the identification of supplier vehicles to meet the request, meeting load, power, current, and voltage requirements. In one embodiment, these requirements are adapted to the unit's power factor.

[0116] Similarly, in one embodiment, supply authorization refers to the identification of the requesting electrical unit, avoiding undue discharges due to it not being the unit corresponding to the request or the unit lacking adequate infrastructure. In one embodiment, supply authorization depends on an advance payment for the electrical charge. In one embodiment, supply authorization occurs when the supplying modular vehicle is at the correct electrical unit as per the respective demand request.

[0117] Furthermore, in one embodiment, the interruption notification originates from two complementary or redundant options: a local one, triggered by the supply vehicle or the unit itself; and a remote one, triggered by the operator or automatically activated by the information center. In one embodiment, the notification indicates the interruption of the supply due to reaching the requested electrical load. In another embodiment, the notification indicates the interruption of the supply when safety limits are exceeded regarding the supply current / voltage and the temperature of components involved in the supply, such as batteries, converters, connectors, etc.

[0118] Thus, the method of the invention aims to ensure that the electrical charge is supplied, in an optimized manner, by modular vehicles suitable for the correct electrical unit of the request, where the supply is interrupted when the due discharge is completed or when there are abnormalities in the supply.

[0119] Thus, the supply of electrical load is monitored individually per modular vehicle of the load transport vehicle (1), in which each electrical unit receives electrical load from one or more modular vehicles.

[0120] In addition to the modularization capability of cargo transportation vehicles, the method adds a step of defining a cargo transportation vehicle configuration, the transportation vehicle (1) being at least one of: a truck; a tractor vehicle such as a dolly or tractor unit; a towed vehicle such as a road implement; or a combination of these vehicles. Thus, in one embodiment, the step of defining the transportation vehicle configuration is based on a combination of modular vehicles with their respective functions of:

[0121] i) energy generation, including electrified axles with brake regeneration systems, solar panels, biofuel reformers;

[0122] ii) transportation of material cargo, with a cargo box suitable for the material;

[0123] iii) transportation of electrical cargo, with structures to house batteries;

[0124] iv) supply of electrical load, with sensors for monitoring energy conditions; and / or

[0125] v) a combination thereof.

[0126] In one embodiment, the vehicle configuration definition step is implemented by the information center. In one embodiment, the vehicle configuration definition step involves displaying resources—available modular vehicles, batteries, electrified axles, solar panels—on a processor, aiding decision-making by a fleet manager or forming an input for algorithms that define vehicle configuration. each of the transport vehicles. In one embodiment, the definition step is performed before the transport vehicle begins its journey. In another embodiment, the definition step is updated during the journey or during / after the electrical charge is supplied.

[0127] Thus, the present invention enables the optimization of energy logistics, meeting different demands through the adaptation of CVCs. Furthermore, the method of the invention includes an interaction step between vehicles, either between vehicles that make up the same transport vehicle or between transport vehicles. In one embodiment, this interaction is performed via cable and / or wirelessly. In another embodiment, this interaction enables the sharing of SoC from each vehicle's batteries. With this embodiment, the invention allows one modular vehicle to supplement the load of another.

[0128] Learning the supplied electrical load

[0129] Monitoring energy conditions during the movement of modular vehicles and during delivery generates datasets related to the fulfillment of the request. In one embodiment, the dataset refers to the demand: supplied / requested electrical load, AC or DC electrical current, single-phase, two-phase, or three-phase voltage, peak consumption times, and power. In another embodiment, the dataset refers to the unit itself: power factor, location, frequency of requests, level of local electrical infrastructure requiring additional components such as converters, voltage regulators, and capacitor banks. In another embodiment, the dataset refers to the vehicle: vehicle operating profile by the driver, vehicle with a given level of automation, among other parameters (30) and configurations (40).

[0130] From this, the information center concentrates data on both energy conditions read in monitoring and data related to demands, units, vehicles, and their drivers. This, in turn, creates a learning algorithm, implemented by the center. information, organizes priorities for battery recharging, and accepts requests based on the market and energy logistics flow in a given region. In one embodiment, the learning algorithm is based on a machine learning tool. In one embodiment, the learning algorithm indicates battery behavior, driver behavior, and the needs of each facility to receive electricity from the transportation vehicle (1).

[0131] In one embodiment, the learning algorithm is implemented by the control unit on board the transport vehicle (1). In a complementary or alternative embodiment, the learning algorithm is implemented by the remote information center.

[0132] Maximizing energy generation in the transport vehicle

[0133] To this end, the present invention presents a method of energy management in a cargo transportation system (1), the cargo transportation system (1) being provided with at least one energy source (2), in which the energy management method comprises a step of defining at least one energy logistics plan (10) for the cargo transportation system (1), based on a correlation (20) between parameters of the transportation system (30) and operating configurations (40).

[0134] Within the scope of the present invention, the cargo transportation system is any type of transportation system capable of being driven by another system / vehicle or having its own propulsion. In one embodiment, the cargo transportation system (1) applies to the road mode, such as an implement being a semi-trailer or trailer coupled to a tractor vehicle, a cargo vehicle combination (CVC), a truck or refrigerated implement. In one embodiment, the cargo transportation system (1) applies to the rail and waterway modes, such as a wagon or a container. In another embodiment, the cargo transportation system (1) is an aerial vehicle.

[0135] For the invention, the load transport system (1) is provided with a power source (2). In one embodiment, the source (2) is a power device Electrical energy storage comprising at least one battery or other rechargeable device. In one embodiment, the source (2) is an electrical energy generator. In one embodiment, the source (2) comprises a combination of batteries and generators. In one embodiment, the source (2) consists of an axle with a regenerative traction system. In this embodiment, the axle has an electric motor that provides full or auxiliary traction to the cargo transport system (1). Thus, the cargo transport system (1), while not necessarily electric, consumes energy during cargo transport and also supplies energy, whether through a regenerative axle, photovoltaic panel, or wind, thermal, chemical, or mechanical generator. In one embodiment, a combination of energy sources (2) is embedded in the cargo transport system (1).

[0136] Therefore, when the load is transported by the transportation system, there is both consumption and generation of energy. Thus, there is a ratio of transported load to electrical load, from which the present invention aims to generate and / or transport a quantity of electrical load to be transferred at a stopping point (P), without compromising the energy consumption of the cargo transportation system itself (1), avoiding energy waste and optimizing energy generation.

[0137] In one embodiment, the stopping point (P) is a gas station, truck yard, container port, or a loading station. In this embodiment, a power exchanger is placed at the stopping point (P).

[0138] For the purposes of the present invention, the energy exchanger is an electrical connection point configured to at least receive and / or redirect electrical charge flow. In one embodiment, the energy exchanger is a terminal connected to an electrical grid, said grid having bidirectional energy flow capability. In an embodiment of a charging station as a stopping point (P), the electrical grid that supplies the station is provided with a Smart Grid-type infrastructure, such that the terminals connection devices are capable of receiving electrical current from one or more external sources and supplying electrical current to one or more external sources. In another embodiment, the power exchanger is a connection between vehicles, allowing the supply of electrical energy from the freight transport system (1) to a third vehicle.

[0139] Energy transfers from the freight transport system (1) to the energy exchanger comply with current legislation. These laws specify requirements and standards for electrical designs related to the connections and parts that interact with the freight transport system (1) and the energy exchanger. Thus, the present invention provides vehicle-to-grid (V2G) technology, supplying electrical energy from the freight transport system (1) to the grid. Thus, the present invention is adaptable to comply with current legislation.

[0140] For this purpose, the energy management method provides a step of defining an energy logistics plan (10). In one embodiment, said plan (10) describes stopping points (P) along the traced route, energy flows from generation, consumption to transfer at stopping points (P). With the energy logistics plan (10) defined, the freight transport system (1) is driven, consuming and / or generating energy, in an optimized manner throughout the freight transport so that the freight transport system (1) has at least a defined amount of energy for transfer to the energy exchanger, when the freight transport system (1) arrives at the stopping point (P). In one embodiment, said transfer is a discharge of electrical load. In one embodiment, said transfer is a partial or total discharge of electrical load.In a further embodiment, said transfer electrically powers an electronic device or the electrical grid itself.

[0141] In one embodiment, said defined amount of charge is a surplus energy that can be transferred without affecting the operation of the charge transport system (1). That is, the defined amount of charge is an energy in excess of the energy necessary and sufficient for the normal operation of the freight transport system (1). In one embodiment, the source (2) of the freight transport system (1) generates an energy greater than the energy expected for consumption of the freight transport system (1).

[0142] Additionally, the present invention provides energy management by defining the energy logistics plan (10) based on a correlation (20) between parameters of the transportation system (30) and operating settings (40). In one embodiment, said correlation (10) is performed in a computerized manner or entered by an operator to drive the cargo transportation system (1) following the energy logistics plan (10). In one embodiment, the energy logistics plan (10) informs the driver of a route with energy potential for energy generation, aiming at a subsequent unloading at stopping points (P) of the informed route.

[0143] Thus, in one embodiment, the parameters of the transportation system (30) can be considered constants to be considered when defining the energy logistics plan (10), since, for example purposes, a certain vehicle model consumes / generates more or less energy; the cargo transported has a delivery time or short shelf life or high value, etc.; and the cargo transportation system (1) is capable of generating and storing a limit of energy. In one embodiment, the parameters of the transportation system (30) refer to:

[0144] i) cargo transportation system model (1): urban cargo vehicle (VUC), heavy truck, trailer such as a semi-trailer, double trailer or road train, bulk carrier, container carrier, tank, refrigerated implement, among other models;

[0145] ii) specification of the cargo transported: dry cargo, material requiring protection against bad weather, dry bulk cargo, palletized products, crates, boxes, liquids such as water, milk and fuel, as well as perishable cargo;

[0146] iii) number of axles of the load transport system (1): number total of axles, some of which are provided with a suspension that keeps the axle suspended or in contact with the ground;

[0147] iv) specification of the energy source(s) (2) of the load transport system (1): battery, generator, solar panel, axle with regenerative system; and

[0148] v) load capacity: maximum weight allowed per axle, amount of load as surplus energy for transfer, generation, regeneration or storage.

[0149] Furthermore, in one embodiment, the operating configurations (40) involve parameters that may vary during cargo transportation, for example, traffic forecast on possible routes, driver operating conditions such as attention and rest, in addition to the battery state of charge (SoC) and an amount of excess cargo for discharge at stopping points (P). Thus, the operating configurations, as well as the parameters of the cargo transportation system (1) are updatable to update the energy logistics plan (10). In view of this, in one embodiment, the operating configuration (40) refers to a parameter of:

[0150] i) origin and destination of the freight transport system (1): parameters to establish possible routes and requirements such as energy needed for freight transport, obtained by supplying, charging or energy regeneration;

[0151] ii) type of driving of the cargo transport system (1): a level of automation of the vehicle's driving, in an assistant or autonomous manner;

[0152] iii) possible routes: highways, roads, transport routes that allow the transport of cargo (1) with certain specifications of model, maximum width, height and length,

[0153] iv) stopping points (P) with energy exchanger on possible routes: stations for loading and / or unloading a certain amount of cargo, yards with parked vehicles that can receive a certain amount of cargo, gas stations or parking lots where the source (2) of the cargo transport system (1) generates energy even when the system (1) is parked;

[0154] v) maximum time of the cargo transport system (1) at stopping points (P): delivery time, expiration date of perishable cargo transported, i.e., the time in which the cargo transport system (1) can remain parked at stopping points (P), this time being a function of the cargo transported;

[0155] vi) specification and number of axles in contact with the ground: axle equipped with a regenerative system and auxiliary traction, in addition to the number of axles on the ground, since, in tolls, fees are charged per axle on the ground as load fees per axle on the ground;

[0156] vii) quantity of charge: state of charge generated and / or stored as energy by means of the energy source (2) in the freight transport system (1) carrying the transported load; and

[0157] viii) energy generation sections (T) on possible routes: locations with energy potential for energy generation by one of the sources (2) or a combination of the sources (2), for example, in the context of slopes or declines and / or sections with greater incidence of sunlight historically.

[0158] Thus, the power generation segment (T) is a correlation between the specification of the power source(s) (2) and the locations with energy potential. In one embodiment of source (2) being a photovoltaic panel, climate data and sunlight incidence of the possible routes are considered in the power generation segment (T) parameter. In one embodiment of source (2) being an axle with a regenerative system, braking points and altitude data of the possible routes are considered in the power generation segment (T) parameter.

[0159] Additionally, the transportation system parameters (30) and operating settings (40) are updatable parameters, in addition to being complemented by a fleet manager, operator or driver of the freight transportation system (1). From this, energy generation is maximized, obtaining surplus energy being transferred at stopping points. Thus, the energy management method of the invention presents the energy logistics plan (10) that plans the transportation of cargo and the generation of energy, both in an optimized way for the use and / or return of surplus energy to an electrical grid or to another vehicle, thus promoting work safety for the driver and contributing to the environment.

[0160] To this end, the energy management method of the invention performs the correlation (20) between the parameters to design the energy logistics plan (10). In one embodiment, the correlation (20) is made between parameters of the transportation system (30) and operating settings (40). In one embodiment, the correlation (20) is made between the operating settings (40) themselves. In one embodiment, the correlation (20) is previously tabulated. In one embodiment, the correlation (20) is performed manually. In one embodiment, the correlation (20) is obtained by executing an algorithm in a correlator.

[0161] In one embodiment, the energy logistics plan (10) is defined based on a correlation between the energy generation sections (T) and the specifications of the onboard energy sources (2), verifying the amounts of load that can be generated in said sections through the regeneration of the drive axle and / or through the incidence of sunlight on the photovoltaic panels. In one embodiment, the energy logistics plan (10) is defined based on a correlation between stopping points (P) of the possible routes and the amount of load generated, being a surplus energy, enabling a transfer of a certain amount of load to the energy exchanger at each stopping point (P).In one embodiment, this last correlation results in a weighting of the energy logistics plan (10) that evaluates the transfer of the quantity of cargo, checking whether it is worth transferring the quantity of cargo in the planned energy logistics plan (10) or continuing with the cargo transport system (10) to another stopping point (P). In one embodiment, this weighting is performed based on configurations. real or updated operations.

[0162] In this context, the energy logistics plan (10) is based on a crossover of operating configurations. In one embodiment of the system (1) carrying an additional load, weather data relates to the transported load by observing that clear weather leads to increased energy generation from solar energy; and from regeneration in drive axles with higher rotation speeds for deceleration at braking points; where such increases in energy generation provide an even greater surplus energy that compensates for the additional load carried by the system (1), so that the surplus energy is transferred at the stopping point (P).

[0163] In one embodiment, the possible routes are related to the stopping points (P) and the energy generation sections (T), since the routes, having greater energy potential through the energy generation sections (T), allow the use of surplus energy as long as the energy logistics plan (10) has stopping points (P) in strategic locations, where the amount of cargo determined for transfer is not wasted or discarded. Thus, the energy logistics plan (10) is drawn up based on the correlation (20) of routes with a greater number and steeper slopes, greater weight of transported cargo, greater incidence of light, thus obtaining greater surplus energy for transfer at a next stopping point (P).In an additional embodiment of correlation (20) of parameters, the weight / mass distribution data of the transported load relate to the type of energy source being a drive axle regeneration system, so that the mass, when concentrated on or in proximity to the drive axle in relation to other axles on the ground, implies a significant increase in energy regeneration by the drive axle at braking points.

[0164] In this way, the energy management method of the invention had a step of transferring a certain amount of load from the load transport system (1), this step being defined in the plan energy logistics plan (10). In one embodiment, the determined amount of load corresponds to a percentage of the amount of load defined in the energy logistics plan (10). In one embodiment, the defined amount of load is surplus energy, so that only a percentage of the surplus energy is transferred to the energy exchanger arranged at the stopping point (P). In another embodiment, the determined amount of load corresponds to the total surplus energy. Thus, the present invention allows the return and delivery of energy to the heat exchanger, sharing energy in a sustainable way.

[0165] Furthermore, the energy exchanger is equipped with a meter. In one embodiment, the load transport system (1) itself is equipped with a meter. In a further embodiment, the meter is embedded in the energy source (2) and / or connected to a remote server, such as a cloud platform. Thus, the meter records the amount of load transferred and converts it into a credit amount. In one embodiment, the credit amount is a monetary value, for example, as a return or cashback. In another embodiment, the credit amount refers to points exchangeable for some form of commercial value. Consequently, the present invention provides greater security and reliability in transferring load directly to the energy exchanger and in accounting for the transferred load.

[0166] In one embodiment, the amount of cargo accounted for is converted into carbon credits, thereby reducing pollutant emissions into the environment. In this sense, the invention's energy management method encourages sustainable development by linking cargo transportation with energy generation. In one embodiment, the energy logistics plan (10) allows for an energy-efficient balancing of the amount of cargo transported with the amount of cargo generated to be transferred at stopping points (P).

[0167] With this, the present invention also makes it possible, from the electrical energy generated and returned to the grid with a determined energy logistics plan, the compensation of electrical energy during consumption peaks, which normally occur at certain times in order to avoid overloading the electrical energy distribution, in addition to reducing electricity tariff costs.

[0168] Furthermore, the present invention presents an energy management system in a cargo transportation system (1), the cargo transportation system (1) being provided with at least one energy source (2), in which said energy management system communicates with a controller (104), the controller (104) being provided with at least one energy logistics plan (10) defined from a correlation (20) between parameters of the transportation system (30) and operating configurations (40).

[0169] For the purposes of the present invention, a controller is a programmable electronic circuit or processing unit that allows for the automatic execution of algorithms. Furthermore, the controller (104) allows for the insertion of commands or inputs by an operator, driver of the freight transport system (1) and / or fleet manager. Thus, the controller (104) is capable of capturing data and applying decision-making logic when executing the algorithms.

[0170] In one embodiment, the connection between the controller (104) and the management system is a wireless connection. In one embodiment, the controller (104) is embedded in the cargo transportation system (1). In another embodiment, the controller (104) is located on a cloud platform and is equipped with Artificial Intelligence tools that contribute to decision-making logic. In one embodiment, the controller (104) is implemented locally; on a cloud server; and / or in the cargo transportation system (1) itself. In one embodiment, the controller (104) is a mixed system, consisting, in a complementary manner, of a part embedded in the cargo transportation system (1) and a fixed part in a monitoring base.

[0171] In one embodiment, the management system of the invention implements the energy management method described above by providing and executing an energy logistics plan (10). For purposes of example, without restriction to the scope of the invention, said plan (10) maps stopping points (P) where certain amounts of load are transferred, so that each amount of load transferred is surplus energy from regeneration at braking points along the conduction of the transportation system (1), from the generation of energy in electric generators or photovoltaic panels; and / or from an energy storage device, for example, a battery.

[0172] For this purpose, the energy logistics plan (10) is defined from a correlation (20) between parameters of the transportation system (30) and operating configurations (40). Additionally, the energy logistics plan (10) is updatable, from the update of the parameters of the transportation system (30) and the operating configurations (40). In one embodiment, the parameters (30) and configurations (40) are updated by data captured by sensors embedded in the freight transportation system (1) itself, and / or by data collected by a local base / server, for example, weather data, traffic data, dynamic data in general. In one embodiment, the controller (104) is not only provided with the energy logistics plan (10), but is also capable of updating it by capturing real or updated parameters (30) and configurations (40).

[0173] In one embodiment, the parameters of the transport system (30) refer to the model, type of cargo transported, specification of energy sources available in the cargo transport system and load capacity both as cargo for transport and as electrical energy.

[0174] Additionally, the operating settings (40) are also parameters that indirectly or directly impact the relationship between the transport of the load and the quantity of load to be transferred at the stopping points (P). In one embodiment, the operating settings (40) are refer to possible routes with stopping points (P) equipped with at least one energy exchanger to receive the determined quantity of cargo; and energy generation sections (T) on the possible routes.

[0175] Thus, correlation (20) is performed between parameters (30) and configurations (40), or between the configurations themselves (40), defining the energy logistics plan (10). Thus, the controller (104), being provided with the energy logistics plan (10), executes it, with the aim that the transport system (1) is conducted according to the plan (10), in an optimized way both energetically generating and transferring energy and logistically for the transport of cargo including electrical cargo.

[0176] In this way, following the energy logistics plan (10), energy sources (2) embedded in the transport system (1) generate a defined amount of energy, which is surplus energy.

[0177] In one embodiment of the source (2) being a photovoltaic panel, the sections (T) for the energy logistics plan (10) are regions with favorable climatic conditions for generating electricity when the transportation system (1) passes through said regions. In one embodiment, the climatic conditions involve data on external temperature, weather forecasts, light incidence and / or solar irradiance. In one embodiment, the climatic conditions are future for the days in which the routes are possible, estimating the energy necessary and sufficient for the maintenance and operation of the transportation system (1). From this, the aforementioned plan (10) estimates an energy surplus to the energy estimated as necessary and sufficient.

[0178] In one embodiment of the source (2) being a regeneration system associated with the drive axle of the transport system (1), the sections (T) for the energy logistics plan (10) correspond to regions with the potential to generate energy during braking or deceleration, for example, slopes. Therefore, the aforementioned plan (10) focuses on the sections (T) with the greatest use of the energy generation potential.

[0179] From this, the controller (104) directs the excess energy, releasing at least one transfer of a given amount of cargo from the freight transport system (1) to at least one energy exchanger located at a stopping point (P). A counter then records and converts the amount of cargo transferred into a credit value, such as the value of a currency, cashback, carbon credits, points for specific use such as miles, shopping discounts, etc. Thus, as the invention's management system is used, the conversion of the amount of cargo into credit values ​​encourages sustainable development, and transportation becomes more efficient in logistical and energy terms, which translates into benefits for drivers and fleet managers.

[0180] Additionally, even though the energy logistics plan (10) is defined to have surplus energy to be transferred, the management system of the invention provides a priority mode, in which the surplus energy is used by the transportation system (1) itself or by the system / vehicle that drives the transportation system (1). For this, if necessary, the priority mode is activated by the correlation (20) of operation settings (40), by the driver or operator of the transportation system (1) and / or fleet manager. In one embodiment, with the priority mode, when the fuel level is low due to the occurrence of some unplanned event, which may compromise or delay the delivery of the transported cargo, the priority mode is activated.In one embodiment of system (1) being a refrigerated equipment, the priority mode is activated when the management system updates climate data, identifying higher temperatures (which impact the transported cargo) than those predicted at the start of the transport, prioritizing the supply of power to the refrigerated environment. To this end, the controller (104) embedded in the system (1) identifies the climate data in real time and compares it with the previously obtained predictive data. With this, the controller (104) checks the battery charge level and correlates the latitude, longitude, and altitude data with the climate data. updated, checking whether the route altimetry vs. updated weather data impacts load consumption, being able to predict the surplus energy status when reaching a stopping point (P).

[0181] Furthermore, the present invention presents a cargo transport vehicle (1) provided with at least one energy source (2), in which the cargo transport vehicle (1) is driven by at least one energy logistics plan (10), said energy logistics plan (10) being previously defined in the energy management method, in which the cargo transport vehicle (1) comprises an energy transfer component.

[0182] In one embodiment, the cargo transport vehicle is an electric vehicle (EV), hybrid vehicle (HEV), or plug-in hybrid vehicle (PHEV). In a further embodiment, the cargo transport vehicle is provided with a power source (2) being one of: a photovoltaic panel, a drive axle regeneration system, a rechargeable electrical energy storage device (101), or a combination thereof. In a further embodiment, the power source (2) is a generator connected to a battery, wherein the generator is mechanical, chemical, thermal, light, wind, hydrogen cell-based, or a combination thereof, such that the generator transforms one type of energy into electrical energy.

[0183] Thus, an energy logistics plan (10) drives the vehicle (1), carrying out energy transfers at stopping points (P) along the trajectory defined by said plan (10). To this end, said plan (10) is based on a correlation (20) between vehicle parameters (30) and operating configurations (40).

[0184] In one embodiment, the operating configuration (40) refers to a power generation section (T) being a slope, where there are braking points. In one embodiment, the energy logistics plan (10) defines normal or even intense deceleration and braking to generate even more surplus electrical energy. Thus, the surplus energy refers to a quantity of cargo defined for transfer. In one embodiment, a certain quantity of cargo refers to a partial or total transfer of the defined quantity of cargo.

[0185] To transfer the electrical charge, a power exchanger is located at the stopping point (P). In one embodiment, the vehicle (1) has a power transfer component capable of connecting to the power exchanger. In one embodiment, said power exchanger is a power outlet connected to the electrical grid, so that the electrical energy from the power transfer component is delivered or returned to the electrical grid. In one embodiment, the outlet is a charging station equipped with bidirectional energy flow technology, allowing for recharging or receiving energy. In one embodiment, the connection between the power transfer component and the power exchanger is made by cabling, electromagnetic induction, or other energy exchange means.

[0186] Furthermore, the present invention presents a method of energy management in a cargo transport vehicle (1) provided with a power source (2) and an energy transfer component, this component being associable with an energy exchanger arranged at a stopping point (P), this energy management method comprising the step of defining an amount of cargo to be transferred to the energy exchanger based on a correlator (20) of operating configurations (40); in which, the operating configuration (40) is at least one parameter among: climate data, altimetry data, braking point, incidence of sunlight on possible routes, and / or a combination thereof; the correlator (20) defines an energy logistics plan (10); and a controller (104), provided with the energy logistics plan (10) and embarked on the cargo transport vehicle (1), executes the energy logistics plan (10), maximizing the amount of cargo defined.

[0187] For the invention, the vehicle (1) has at least one energy source (2) installed, which generates and / or stores a quantity of charge, and / or powers on-board electronics and electric motors of the vehicle (1). In one embodiment, the energy sources (2) of the vehicle (1) comprise one or more units of the same type of energy source or a combination of types of energy sources among: a rechargeable energy storage device, for example, a battery or ultra-capacitor; a generator, for example, a photovoltaic panel or an axle with a regenerative traction system.

[0188] With this, a controller (104), being embarked in the cargo transport vehicle (1), manages the energy generated by receiving energy generation data from each of the energy sources (2).

[0189] In the prior art, there are energy management solutions that use energy sinks or limiters, so that any excess energy that can be generated is discarded or limited so as not to exceed a state-of-charge (SoC) threshold of energy storage devices. Instead, since the energy source (2) is capable of generating an excess load, the present invention proposes that the excess energy be optimized, both in the generation of the excess energy and in directing the excess energy to means external to the vehicle (1). From this, the controller (104) of the vehicle (1) is provided with a model for defining a quantity of load for transfer at stopping points (P), this being the energy logistics plan (10).

[0190] In one embodiment, the defined load quantity is an excess energy generated by the power source (2) in the vehicle (1) carrying the transported load. That is, the present invention enjoys a correlation between transported load and generated load, in which the vehicle's power source (2) generates a load as the vehicle transports the load. From this, the energy management method of the invention offers a weighting that defines whether the vehicle (1) carries more or less load to generate more or less electrical energy. Still, another weighting offered by said method is related to the transport of more load on routes with more sections of power generation (T), while less cargo is transported on routes with more sections of greater demand for electrical energy, such as routes with more slopes requiring auxiliary traction, and / or less incidence of sunlight.

[0191] In this sense, the correlation between transported load and generated load aims to result in surplus energy, which is maximized either for consumption / storage in the vehicle (1) or transfer at stopping points (P). To this end, the step of defining the amount of load to be transferred to an energy exchanger located at the stopping point (P) is based on a correlator (20) of operating settings (40). In one embodiment, the correlator (20) is a data processing unit. In one embodiment, the correlator (20) is operated on a local basis; a cloud server; and / or in the vehicle itself (1).

[0192] In one embodiment, the correlator (20) is provided with a catalog that presents parameters either related to parts of the vehicle (1) itself, related to the transported load, or related to energy generated, consumed and / or stored by the vehicle (1). In one embodiment, the operating configuration (40) refers to a parameter of:

[0193] i) vehicle used to transport a specific load: vehicle model among trucks, cargo vehicle combination (CVC), types of road or rail implement, in addition to the specification of the load being liquid, dry, flammable or perishable;

[0194] ii) vehicle axles: axles in contact with the ground, provided with suspensions and / or energy regeneration system;

[0195] iii) load capacity: power generation capacity linked to the maximum capacity for transporting cargo;

[0196] iv) possible routes between the origin and destination of the vehicle (1): routes having at least one stopping point (P) for transferring a quantity of cargo to the energy exchanger at the stopping point (P), and energy generation sections (T) with energy potential for energy generation by at least one of the sources (2) of the vehicle (1); and

[0197] v) vehicle driving conditions: power-assisted steering or steering with some level of automation; driver rest time; vehicle cooling time (1); maintenance time for mechanical or electronic parts of the vehicle;

[0198] Additionally, in one embodiment, the possible routes parameter has climate data, altitude data, braking points, sunlight incidence data on the possible routes, and / or a combination thereof.

[0199] In one embodiment, the correlator (20) receives data on weather conditions, whether current and / or future, for possible routes on the days scheduled for cargo transportation. Similarly, in one embodiment, the correlator (20) receives traffic data and road condition data, which are real data that may imply a decrease in energy and logistical efficiency for cargo transportation.

[0200] With this, the correlator (20) defines an energy logistics plan (10), tracing a pre-defined route for the vehicle transporting the load, so that sources (2) of the vehicle generate and / or store excess energy, this excess energy being defined as a quantity of load for transfer at stopping points (P) foreseen in the energy logistics plan (10).

[0201] To this end, the controller (104), provided with the energy logistics plan (10), executes it, maximizing the amount of load defined by updating the energy logistics plan (10) by updating the operating settings (40) in real time and / or using real operating settings (40).

[0202] In one embodiment, the correlator (20) defines an optimized route for generating energy in sections (T), either by increasing the number of slopes and inclines according to altimetry data, braking more often and with a higher regeneration rate; or by better estimating the conversion of solar energy into electrical energy, taking advantage of the incidence of sunlight during the driver's rest periods, unloading of the transported cargo, discharge of excess energy. In order to define the optimized route, the correlator (20) also considers the reduction of energy costs, with the energy being used at stopping points (P) when moving the vehicle (1) from a position of inertia, on slopes for traction assistance by the vehicle's axle (1), or in a temperature-controlled environment of refrigerated implements or refrigerated containers. In this way, the energy management method of the invention provides energy planning that is optimized both logistically for the delivery of the transported cargo and electrical energy, and energetically by maximizing the excess energy generated by the sources (2).

[0203] Additionally, the present invention presents an energy management system in a cargo transport vehicle (1), wherein the cargo transport vehicle (1), provided with at least one energy source (2), comprises a controller (104) provided with an energy logistics plan (10), the controller (104) being onboard the cargo transport vehicle (1); and an energy transfer component, the component being associable with an energy exchanger arranged at a stopping point (P) for transferring a quantity of cargo defined based on a correlator (20) of operating configurations; wherein, the operating configuration (40) is at least one parameter among: climate data, altimetry data, braking point, incidence of sunlight on possible routes, and / or a combination thereof; the correlator (20) defines said energy logistics plan (10);and the controller (104) executes the energy logistics plan (10), maximizing the defined load quantity.;

[0204] In one embodiment, even if the vehicle (1) does not have energy management provided for an external energy transfer, the present invention makes it possible to implement the energy management method in vehicles provided with energy sources (2), by the energy management system as an installation kit or a factory system installed by a vehicle manufacturer (1).

[0205] In one embodiment of the correlation between transported load and generated load, the energy source (2) generates an electrical charge as the vehicle is driven by the energy logistics plan (10), transporting a load to its destination.

[0206] Additionally, in one embodiment, after unloading the transported cargo, even if the vehicle is driven without weight in the trunk, implement, trailer or container, the energy logistics plan (10) also provides sections (T) for energy generation on the possible return routes of the vehicle (1). In this way, generation is even more efficient, since there is less energy loss on slopes and / or in a temperature-controlled environment of the vehicle (1), which provides a greater amount of load defined as surplus energy. Thus, the vehicle (1) transports electrical load for transfer at stopping points (P), with the electrical load being converted into a credit measure.

[0207] Therefore, the present invention presents a plurality of benefits for the driver by providing rest times foreseen in the energy logistics plan, for the fleet manager by receiving different forms of credit when transferring energy generated at stations or to another vehicle in the fleet, for the environment by using surplus energy generated during cargo transportation.

[0208] The examples shown here are intended only to exemplify one of the numerous ways of carrying out the invention, without, however, limiting its scope. Example 1 - CVC

[0209] This example is based on the multiplicity of functions available in cargo transport vehicles (1), which are capable of meeting a plurality of demands for electrical energy by having individual batteries in the modular vehicles that make up the cargo transport vehicle (1). For the example, the transport vehicle (1) is a CVC with a semi-trailer coupled to a towing vehicle. Both the towing vehicle and the semitrailer have independent batteries. Furthermore, the semitrailer has a generator as an axle with a regenerative braking system and / or solar panel. The towing vehicle and the semitrailer communicate via a communication network, sharing battery energy conditions, such as SoC, SoH, and temperature.

[0210] With individual energy storage in the tractor and semi-trailer, the CVC (1) can be segmented to meet demands independently. The tractor with the smaller storage capacity meets smaller demands, while the semi-trailer meets larger demands.

[0211] The facility requesting a demand describes the amount of electrical load (kWh); power to supply the electrical load; single-phase, two-phase, or three-phase voltage; AC or DC electrical current; and factors related to the local electrical infrastructure, for example, a totem and outlet suitable for receiving electrical load. The facility in this example is an industrial facility requiring high electricity consumption, especially during peak consumption times. Furthermore, the CVC (1) supplies energy to both the industry and other facilities with lower demands.

[0212] To this end, each vehicle control unit (VCU) generates CVC (1) segmentation data, indicating how CVC (1) should be divided, that is, which semi-trailers decouple from CVC (1) to meet the high demand of the industry, while the remainder of CVC (1) continues to meet lower demands in other facilities. Thus, the segmentation data depends on the energy conditions of the batteries and the demand requests received by CVC (1). Thus, the invention allows individual and independent supply between different requests through CVC (1).

[0213] When the demand is met, the tractor vehicle is uncoupled from the semi-trailer upon arrival at the plant, continuing its journey to meet a smaller demand. After supplying the electrical charge to the plant, the tractor vehicle returns to pick up the unloaded or loaded semi-trailers. minimally to meet other requests.

[0214] Furthermore, each VCU monitors energy conditions, sending this information along with the respective vehicle's georeferencing data to a remote center. This monitoring occurs during each CVC vehicle's (1) journeys and during electrical load deliveries to the facilities. The remote center authorizes deliveries and generates reports on each request fulfillment based on information sent by the VCUs: remaining SoC in the respective vehicle, percentage of SoC delivered to the facility, and electrical load delivered (kWh), time, and time of delivery.

[0215] Alternatively, the CVC (1) receives an instruction from the remote control unit to segment and direct each vehicle to an electrical installation. Thus, based on the segmentation data from the VCU or the remote control unit, the towing vehicle with the coupled semitrailers heads to a first installation and uncouples so that the semitrailers can meet the electrical demand of that installation. Meanwhile, the towing vehicle moves to a second installation to meet its energy demand. Example 2 - Power Factor Correction

[0216] The CVC (1) has a capacitor bank that matches the supplied electrical load with the power factor of the electrical installation. In this application, the selected capacitor bank is programmable. Based on this, the power factor is adjustable based on the electrical installation served by the supplying vehicle.

[0217] To achieve this, the power factor is described in the demand request. Alternatively, or redundantly, the power factor is measured by the CVC itself (1). This sends the measured power factor to the remote control. The remote control generates intelligence to pre-define the power factors for each installation to be served, based on the region where previous supplies were made, the type of installation (base industry, of intermediate or consumer goods, transport yards, hospitals, residential condominiums, etc.).

[0218] Additionally, each CVC (1) incorporates electrical devices such as converters, voltage / current dividers, voltage regulators to adapt to the requesting unit.

[0219] Thus, the electrical installation receives the requested load from the CVC (1) which discharges less load compared to when it does not perform the adequate power factor. In other words, there is energy saving for the CVC (1), in addition to meeting the requested demand. Example 3 - Information base

[0220] In this example, the information center is a base in the form of a cloud platform that performs energy logistics management, making demand predictions and coordinating CVCs.

[0221] This example uses a database fed by CVCs (1) and requests, allowing the platform's algorithms to learn and optimize energy logistics to serve different units, locations, and regions. Thus, requests are received passively, with each facility sending a request to the information center. Alternatively, requests are received actively, with the algorithm predicting requests based on a request history.

[0222] Additionally, electrical and / or material loads can be distributed along the CVC (1), including within the same implement, for example, a semi-trailer or trailer. Therefore, CVC (1) vehicles have different functions, whether for transporting electrical load / material, supplying electrical load, or generating electrical energy.

[0223] Furthermore, the base receives energy conditions from each CVC (1). Alternatively or redundantly, the base calculates energy conditions for the CVCs (1) based on their georeferencing positions and the requests met. From this, the base generates data for CVCs (1), indicating how each one of them must be segmented by coupling / decoupling of semi-trailers to achieve the individual supply of electrical loads to different installations. Furthermore, the supply occurs simultaneously, when each semi-trailer is in the appropriate installation, although the start / end of the supply is not necessarily simultaneous due to the displacements of the CVC (1) and the quantities of electrical loads for each supply.

[0224] Furthermore, the base monitors the supply in real time or intermittently. This allows the base to manage supply authorizations when the supply vehicle is at the correct installation, and supply interruptions when the supplied electrical load reaches the requested demand or when there are supply abnormalities, aiming to protect against accidents in the installation or in the CVCs (1).

[0225] Thus, the information base indicates which CVC (1) vehicle(s) are intended to supply the electrical charge, allowing the remaining CVC (1) vehicles to proceed to another unit. After unloading, the vehicles that remained in the unit can be coupled, recomposing the CVC (1).

[0226] In case of insufficient charge to serve the unit, the information base indicates either charging at a station positioned before the unit; or generating energy at the station itself or during the CVC (1)'s displacement. Alternatively, the information base directs the uncoupling of a towed vehicle with minimum SoC, allowing the towing vehicle and / or the rest of the CVC (1) to serve other units, for example, locations requiring less energy. Otherwise, the information base indicates the uncoupling of the towed vehicle with the lowest SoC and the coupling of another towed vehicle with a higher electrical charge, resulting in sufficient electrical charge to meet the expected demand. Alternatively, the information base directs a change in the displacement, so that the destination of the CVC (1) is changed, allowing smaller demands to be met in other units.

[0227] If the load exceeds the requested load, the database indicates the uncoupling of a certain number of modular vehicles when the CVC (1) is at the unit or before arriving at the unit. When the CVC (1) is already at the unit, the certain number of uncoupled vehicles remain at the unit, while the remaining CVC vehicles can continue to other units. Alternatively, before arriving at the unit, the uncoupling occurs at a unit where there was no expected request, but the uncoupled vehicles can meet the demand in an emergency or ad hoc manner, while the remaining CVC vehicles continue to the scheduled service.

[0228] If the load is equal to the requested load, the information base predicts opportunities for generating or recharging electricity along the vehicle's route, maximizing the electrical load carried by the CVC without exceeding SoC limits that could compromise battery life. These opportunities are anticipated in an energy logistics plan (10) developed by the information base.

[0229] Finally, after or before each supply, the database calculates a fee to be paid for fulfilling the request, varying according to the supply's electrical load, power / voltage / current, duration, and start and end times. Furthermore, the database calculates the amount of electrical load supplied from renewable sources, such as CVC (1) itself, which may ship solar panels. This amount of clean load is converted into carbon credits. Example 4 - CVC to vehicle (V2V)

[0230] The invention aims to meet energy demands with varying degrees of demand (high or low) in different locations. Therefore, the CVC (1) of the invention also charges other vehicles, whether hybrid, plug-in hybrid, or all-electric.

[0231] Thus, CVCs (1) of the invention supply energy to vehicles located in regions with deficient electrical infrastructure, such as rural areas and highways, where there are no charging stations or the electrical grid is not capable of recharging batteries. Additionally, with the supply of energy from the CVCs (1) directly to vehicles, the supply service is individualized, and it is not necessary for the requesting vehicle to travel to charging stations or to outlets of fixed electrical units.

[0232] To achieve this, a CVC control unit (1) receives energy demand requests and monitors their energy conditions. From this, the control unit generates segmentation data based on energy conditions and demand requests. For example, CVC (1) has a SoC to serve a high-demand request (industry) and a low-demand request (passenger vehicle or commercial vehicle). Then, CVC (1) heads to the industry, uncoupling semitrailers designated to supply the industry's electrical load. After uncoupling, the towing vehicle continues to serve the passenger car or commercial vehicle.

[0233] Furthermore, power supplies are authorized by the control unit, which recognizes the location of the power supply using GPS data and identifies the vehicle and the facility to receive the electrical charge. Thus, while the power supply vehicle is not in the correct location, the power supply is blocked, preventing theft or unforeseen discharges.

[0234] Alternatively, or redundantly, supply authorizations and segmentation data are generated by a remote base that manages CVCs (1). Additionally, the remote base is equipped with an intelligence tool to understand energy demands, predict requests, calculate values ​​for charging for electrical supply charges, determine the best times for supply and displacement of CVCs (1), and configure each CVC (1) to meet different requests.

[0235] Furthermore, considering the high electrical loads transported and / or generated in each semi-trailer, the CVC (1) can supply electrical energy to a plurality of vehicles and installations. Thus, the present invention promotes electric mobility, reducing costs for distribution and supply of electrical energy. Example 5

[0236] The present invention developed in this example comprises an energy management system with the objective of optimizing energy generation during the transportation of loads by road, rail or port vehicles.

[0237] To this end, the management system is based on a correlation (20) presented in the schematic diagram shown in figure 1 , so that the correlation (20) is applied to parameters (30) related to the vehicle and to configurations (40) that directly or indirectly affect the vehicle's operation. Thus, said correlation (20) results in an energy logistics plan (10).

[0238] One of the parameters (30) deals with the energy sources (2) onboard the vehicle (1), for example, a photovoltaic panel. Thus, the vehicle (1) is capable of generating energy whether loaded or unloaded. In this sense, the correlation (20) crosses possible routes with weather data so that generation by the photovoltaic panel is maximized, obtaining surplus energy. Thus, at the end of each day, following the energy logistics plan (10), the management system discharges the surplus energy at stopping stations (P) equipped with an energy exchanger. If there is still sunlight, the vehicle (1) parked at the station generates additional surplus energy.

[0239] Additionally, the management system ensures that the transfer of excess energy does not cause harm or deficits to the vehicle's operation, whether for auxiliary traction on inclines or powering the vehicle's on-board electronics. Thus, the invention provides benefits from converting the transferred energy into credit values, for example, some form of currency, card points, cashback, or even carbon credits by reducing pollutant emissions by using energy that would otherwise be discarded or not used.

[0240] For example, the vehicle (1) is illustrated in figure 2 as a semi-trailer equipped with an on-board controller (104). The controller (104) communicates with the energy sources (2) of the vehicle (1) and with the sensors that provide data for updating the parameters (30) and settings (40), consequently updating the energy logistics plan (10). Furthermore, the correlation (20) that defines said plan (10) is processed remotely, including data external to the vehicle such as possible routes, real-time traffic and weather data, sections (T) with potential for energy generation such as slopes and regions with high incidence of sunlight.

[0241] In this way, the system maximizes the generation of excess electrical energy to be transferred at the stopping point (P). Furthermore, the energy logistics plan (10) predicts energy expenditure to propel the vehicle (1) up inclines, optimizing generation and also energy consumption per axle equipped with a regeneration system. Thus, at an instant (S), a controller (104) executing the energy logistics plan (10) confirms that the amount of energy generated is sufficient to overcome the incline and still have excess energy for transfer at the stopping point (P).

[0242] Similarly, in power generation sections (T) being slopes as illustrated in figure 3, the energy logistics plan (10) traces braking points, intensifying decelerations to increase the regeneration rate in at least one of the vehicle's axles (1) equipped with a regeneration system, this axle being highlighted among the semi-trailer axles in figure 3. For the example, the surplus energy is stored in batteries that power the vehicle (1). If the management system in the example identifies in advance or in real time that the state of charge (SoC) of all batteries can reach a safe maximum to store the surplus energy, the energy logistics plan (10) searches for routes that have stopping points (P) for the transfer of electrical energy, decreasing the SoC. Otherwise, when identifying the generation of energy that is not expected to be used during transportation, said plan (10) indicates a stopping point (P) for partial or total discharge, being the stopping point (P) closest to the current location of the vehicle or a third vehicle that receives said excess energy as a battery recharge. Thus, the present invention allows a probable disposal or waste of energy to be converted into commercial and environmental benefits by enabling the use of excess energy.

[0243] Furthermore, the present invention enables the reduction of energy tariff costs by employing V2G technology, in an efficient and optimized manner, whether:

[0244] i) at times of greatest demand on the electricity grid, such as peak times (for example, between 6 p.m. and 9 p.m.) when the transport systems (1) of the invention contribute to such energy demands by being connected at stopping points (P); or

[0245] ii) at times of lower demand from the electricity grid when the algorithm (21) tells the transport system (1) to generate energy, including surplus energy; park while recharging the batteries (101); and / or park while waiting for peak electricity grid times.

[0246] As can be seen in figure 4, a controller (104) is embedded in the transport vehicle (1), being connected to energy sources (2), for example, a battery (101). Thus, the battery (101) stores energy for consumption by the vehicle (1) through the electrical supply in direct current or alternating current. For this, the controller (104) is connected to an inverter (116) that performs the transformation between alternating voltage and direct voltage. Furthermore, the battery (101) is capable of storing surplus energy for transfer at stopping points (P), where an external energy source (103) receives said surplus energy. For example, the chemical composition of the battery (101) is from the lithium iron phosphate battery family, known as LiFePCk. Furthermore, other battery families also have applicability in the present invention. Example 6

[0247] This example presents an energy management system in a vehicle (1), where the vehicle (1) is a truck or semi-trailer, of the refrigerated type, forming a CVC set (1).

[0248] As can also be seen in Figure 4, the vehicle and its refrigerated cargo box are individually electrically powered by the power source, which is a set of batteries (101). The supply of auxiliary power for cooling the cargo box is already shown in document US2008174174, and said supply is also directed to auxiliary traction in moments of greater torque demand, such as on slopes. Additionally, the controller (104) defines operating modes that the power source individually provides to the vehicle and the refrigerated cargo box, based on georeferencing data. Furthermore, the controller (104) executes an energy logistics plan (10), defining quantities of cargo as surplus energy for transfer at stopping points (P) along the trajectory also defined by said plan (10).From this, the present invention defines each amount of excess load through the correlation between operating configurations (40), maximizing energy efficiency by using and not discarding energy.

[0249] The operating settings (40) refer to a set of parameters related to energy and logistics efficiency, thus correlated to the electrical load vs. load transported by the CVC set (1). Among the parameters are:

[0250] i) possible routes having stopping points (P) with energy exchanger being energy receiver, or vehicles / storage devices that can receive electrical energy;

[0251] ii) type of driving: autonomous or assisted driving, being related to the driver's concentration and rest time;

[0252] iv) energy generation sections (T) on possible routes: locations with energy potential for each of the sources available in the CVC set (1)

[0253] v) maximum time of the cargo transport system (1) at stopping points (P): delivery time, expiration date of perishable cargo, i.e., the time in which the cargo transport system (1) can remain parked at stopping points (P), this time being a function of the cargo transported;

[0254] vi) energy generation sections (T) on possible routes: locations with energy potential for energy generation by one of the sources (2) or a combination of the sources (2) available in the CVC set (1) applied in a context, such as slopes or declines and / or sections with historically greater incidence of sunlight.

[0255] In view of the invention's concept, which aims to optimize both logistics and energy for freight transportation related to energy generation, the correlator (20) crosses the sections (T) with different data that correspond to the types of sources available in the CVC set (1). Thus, the correlator (20) is updated by real-time or updated data regarding weather conditions, traffic, and sunlight incidence, covering conditions favorable to energy generation by photovoltaic panels. Furthermore, altimetry data corroborates the identification of braking points, where axles with regeneration systems are activated to regenerate energy on slopes.

[0256] Additionally, the operating settings (40) also cover peak / highest demand times on the power grid, so that the power grid can receive energy from the CVC set (1) through the energy exchanger. With this, the logistics plan can also be generated so that, during times of highest energy demand, the vehicle is returning energy to the power grid.

[0257] Figures 5 to 7 show other energy sources (2) associated to the CVC assembly (1 ). Thus, in addition to the batteries (101 ), a regenerative braking system (1 10) powers the CVC assembly (1 ) by capturing energy dissipated during braking and storing it in the batteries (101 ); and a system of photovoltaic panels (100) is connected to the upper external part of the cargo box, capturing solar energy and storing it in the batteries (101 ).

[0258] Figure 5 shows a diagram of an example of the energy management system, in which the photovoltaic panel system (100) has its own solar energy controller (1 19), which interacts with the controller (104), in turn, connected with the second inverter (1 18), so that the controller (104) directs the energy coming from the photovoltaic panel system (100) for storage in the batteries (101) and / or to power the refrigeration apparatus (1 17) passing through the second inverter (1 18).

[0259] Figure 6 shows a diagram of an example of the energy management system, in which the regenerative braking system (1 10) interacts with an inverter (1 16), so that the controller (104) directs the energy coming from the regenerative braking system (1 10) for storage in the batteries (101) and / or to power the refrigeration apparatus (1 17), passing through the inverter (1 16).

[0260] Figure 7 shows a diagram of an example of the energy management system, where the batteries (101) are fed by a system of photovoltaic panels (100) and also by a regenerative braking system (1 10), so that the controller (104) also directs the energy coming from the regenerative braking system (1 10) and / or from the system of photovoltaic panels (100) for storage in the batteries (101) and / or to feed the refrigeration apparatus (1 17) passing through the respective inverter (1 16) or second inverter (1 18).

[0261] Furthermore, the energy management system illustrated in figure 8 can be applied to cargo transport vehicles in general, where the batteries (101) are fed by a photovoltaic panel system (100) and also by a regenerative braking system (110), so that the controller (104) also directs the energy from the regenerative braking system (110) and / or the photovoltaic panel system (100) for storage in the batteries (101), which power the vehicle's systems, for example, electric motors, on-board electronics, cooling system, etc.

[0262] Furthermore, figures 4 to 8 show the AC, DC and data communication lines connecting the controller (104), the power sources (2) and the inverters (116 and 118).

[0263] Furthermore, an external energy source (103) can be seen in figures 4 to 8, which allows bidirectional energy flow, that is, the external energy source (103) both sends electrical charge by recharging batteries (101) and receives electrical charge by transferring energy from the energy sources (2) being: batteries (101), photovoltaic panel system (100) and / or regenerative braking system (1 10). For the example, the external energy source (103) is a Smart Grid type electrical network.

[0264] Furthermore, the external energy source (103) is made available at a battery charging station, keeping the cargo refrigerated, in addition to recharging the batteries (101), when the CVC set (1) is parked at the station. Additionally, the present invention allows that, when there is surplus energy defined by the energy logistics plan (10) as energy not used during the transportation of the cargo, the surplus energy is transferred to the external energy source (103). With this, the transferred energy is accounted for and converted into a credit such as currency value or carbon credits. Example 7

[0265] This example of the present invention presents a balancing algorithm (21) that considers parameter data (30) and operating configurations (40); the energy logistics plan; and external factors (such as monetization data, financial operations, customer or fleet information) to generate indicators (22) that assist the fleet manager or management company. Furthermore, this algorithm (21) provides the calculated indicators as a feedback to the correlator (20), which may or may not use them to improve the energy logistics plan. With these indicators (22), the fleet manager can decide to redefine / modify the previously selected parameters (30), since these indicators (22) aim to contribute to transportation that benefits the environment and the fleet manager's financial benefit. For example, the parameters (30) are composed of a set of available resources (11), which consists of a fleet of commercial vehicles of different models, cargo for transportation with different characteristics regarding content and weight distribution, and power generators (2) of the following types: regenerative braking system (110), hydrogen fuel cell, and photovoltaic panel systems (100), among others.From this, the energy logistics plan (10) defined based on the correlation (20) between the operating configurations (40) and the set of resources (11) can be changed and / or redefined after considering the indicators (22) provided by the algorithm (21).

[0266] Alternatively, the aforementioned algorithm (21) is executed prior to the decision / result of the correlator (20). In this context, the algorithm (21) checks which transportation resources (11) are available and verifies which parameters (40) to reach a given destination. Based on this, the algorithm (21) generates the indicators (22) to the fleet manager / user indicating the most optimized options for the arrangement of the transportation system (1). With the parameters (30) reselected based on the indicators (22), the correlator (20) generates the aforementioned energy logistics plan (10).

[0267] The aforementioned algorithm (21) is previously developed and composed of a sequence of actions defined based on pre-calculated statistical parameters. Alternatively, the algorithm (21) is a machine learning model previously trained and being fed back with data from the energy logistics plan (10).

[0268] Thus, the algorithm (21) indicates to the manager the following options from the set of resources (11) - not limited to these:

[0269] i) percentage of the load to be transported: total, partial or shared with another vehicle;

[0270] ii) distribution of the weight of the load in the transport system (1): homogeneous arrangement or concentrated arrangement on axles on the ground and / or equipped with a regenerative braking system (1 10);

[0271] iii) commercial vehicle specification: number / model of implements or number of CVC sets to transport the total load or divided between different vehicles; and

[0272] iv) power generator specification (2): number / model of regenerative braking systems (1 10), hydrogen cells and photovoltaic panel systems (100) used in each vehicle.

[0273] Thus, the present invention, by implementing the algorithm (21), helps in optimizing the energy logistics plan (10), contributing to the environment by using surplus energy that would otherwise be discarded / wasted, in addition to bringing benefits from an economic point of view by providing a balance between the transported (physical) load and the electrical load, that is, said balancing provides both a logistics solution for transporting the load and an energy solution for supplying electrical energy, the latter increasingly valued. In this context, the vehicle (1) may be capable of transporting only electrical load, depending on its application and / or need.

[0274] For this purpose, as illustrated in the flowchart in Figure 9, the energy logistics plan (10) is defined based on the correlation (20) between the operating configurations (40) and parameters (30) of the cargo transportation system (1 ) formed by the set of resources (1 1 ). Then, the execution of the algorithm (21 ) results in indicators (22) for an optimal composition of the transportation system (1 ), that is, the indicators (22) show other options regarding the percentage of the cargo to be transported, distribution of the cargo weight within the vehicle, specification of the vehicle model used and specification of the power generators (2) that can be embarked. Thus, the indicators (22) are communicated to the correlation (20), influencing the update of the energy logistics plan (10), if the operator wishes to fully or partially accept the indications (22) generated.

[0275] Another indicator (22) calculated by the algorithm is the economic relationship between transported cargo vs. generated cargo. To calculate this indicator (22), the algorithm (21) considers, as an external factor, a certain quotation that influences this decision, where the indicator (22) is generated in one of the following ways, with greater economic / financial compensation for the manager: transported cargo generated cargo or generated cargo transported cargo

[0276] where the first form is used when the financial return (or profit / revenue) for transporting cargo is greater (or more compensatory) than the return on the generated cargo—and subsequently returned to the electricity grid. The second form is used when the potential financial return on the generated cargo, through the return of excess energy to the electricity grid, is greater than the expected return from the transported cargo. Thus, the indicators (22) of the algorithm (21) assist in a decision, verifying whether it is more worthwhile to generate energy than to transport cargo, or vice versa, making it possible to generate a balance between them, considering a given price, for example, the value of the kilowatt (kWh) returned to the electricity grid.

[0277] Thus, the algorithm (21) results in the orientation of the composition for both the vehicle to be loaded and the vehicle to be unloaded or already unloaded. When the kilowatt (kWh) quotation is high, it is more worthwhile to generate than to transport, so the indicator (22) suggests reducing the transported load and increasing the number of energy generators (2) on board as a maximum limit of axles equipped with regenerative braking systems (1 10) and photovoltaic panels (100), generating the maximum surplus energy.

[0278] Thus, the algorithm (21) guides the composition of the cargo transportation system (1), suggesting, for example, more or less cargo for transportation, adding or removing axles equipped with a regenerative braking system (1 10), in addition to photovoltaic panels (100). This composition is linked to altimetry data and weather conditions to verify the presence of locations with slopes / inclines / sunlight incidence with potential for energy generation or with greater energy demand. This combination between the indicators (22) and the plan (10) allows assisting the fleet manager in situations where the vehicle (1) ends up traveling unloaded - e.g., when it has unloaded a load or when it is going to pick up a load. Thus, the indicators (22) and the plan (10) are generated to allow the vehicle to generate some energy, maximizing the financial return and generating credits for the fleet manager.

[0279] Additionally, for the loaded system (1), the algorithm (21) points out indicators (22) to change the number of axles in contact with the ground, suspending axles and modifying the axle load on the ground. For routes with lower potential for energy generation through regenerative braking, the indicators (22) show a reduced use of axles with regenerative braking systems, which can be used more with a focus on auxiliary traction, unlike routes with high energy potential through braking on slopes.

[0280] From this, a decision unit (50) accepts the guidance and suggestions based on the indicators (22) from the algorithm (21). For example, the decision unit (50) is an operator or fleet manager at a remote location. Alternatively, the decision unit (50) is a cloud processing unit that autonomously makes decisions to modify the transportation system (1).

[0281] Thus, for a loaded semi-trailer with three axles in a scenario that is more economically favorable to the transportation of the load, the indicators (22) of the algorithm (21) show the use of only one regenerative braking system (1 10) on one of the axles of the semi-trailer, providing auxiliary traction uphill. If weather conditions indicate high solar incidence, indicators (22) suggest the use of solar panels (100). For the return of the semi-trailer already unloaded, indicators (22) suggest the use of at least one source of electrical energy generation. In cases where the financial return through electrical energy generation is more favorable, the indicators suggest using more power sources (such as a greater number of regenerative axles, solar panels, etc.) and transporting a smaller amount of cargo (so that the vehicle's weight does not require the use of this generated energy). In this last scenario, indicators (22) suggest a more energy-efficient alternative route, with a greater number of inclines and traveling through regions and times with greater sunlight.As the decision unit (50) accepts the suggestions from the balancing algorithm (21), the correlation (20) considers the new parameters (30) of the formed transport system (1) and the updated operating settings (40) to redefine the energy logistics plan (10).

[0282] Those skilled in the art will appreciate the knowledge presented herein and will be able to reproduce the invention in the presented embodiments and in other variants and alternatives, covered by the scope of the following claims.

Claims

Claims 1. Process of supplying electrical energy to an electrical unit by means of a load transport vehicle (1) characterized in that the transport vehicle (1) comprises at least one modular vehicle, in which the process comprises a step of supplying an electrical load to the electrical unit by means of at least one of said modular vehicles, based on an energy demand request from the electrical unit.

2. Process, according to claim 1, characterized by comprising a step of receiving, by means of an information center, at least one energy condition of the transport vehicle (1).

3. Process, according to claim 2, characterized by comprising a step of indicating, through the information center, at least one of the modular vehicles for supplying the electrical load, based on the energy conditions and demand requests.

4. Process, according to claim 2, characterized in that the information center generates segmentation data for the transport vehicle (1), based on energy conditions and demand requests.

5. Process, according to claim 1, characterized by comprising a step of authorization, by the information center, of the supply of the electrical load to the electrical unit.

6. Process, according to claim 2, characterized in that the information center generates a supply interruption data, based on the energy conditions of the transport vehicle (1).

7. Transportation system for supplying electrical energy by means of a cargo transportation vehicle (1), characterized by comprising: a. a modular vehicle attachable to a tractor vehicle and / or at least one other modular vehicle, forming the transportation vehicle (1); and b. an energy storage medium and / or a generator, arranged in at least one of the modular vehicles of the transportation vehicle. transport (1).

8. System according to claim 7, characterized in that the cargo transport vehicle (1) is a cargo vehicle combination.

9. System, according to claim 7, characterized in that an information center obtains at least one energy condition of the transport vehicle (1).

10. Method of managing freight transport vehicles for supplying electrical energy, characterized in that the transport vehicle (1) comprises at least one modular vehicle, said method comprising the steps of: a. defining an energy logistics plan (10) based on at least one energy demand request; and b. monitoring the supply of electrical charge from the freight transport vehicles to an electrical unit.

11. Method according to claim 10, characterized in that the information center generates structural modification data for the transport vehicle (1), based on at least one energy condition of the transport vehicles (1) and on demand requests, wherein said structural modification data comprises information on a change in the quantity of modular vehicles comprised in one of the transport vehicles (1).

12. Method, according to claim 10, characterized by comprising additional steps, being implemented by the information center based on the demand requests and energy conditions of the transport vehicles (1): a. indication of at least one of the modular vehicles of each cargo transport vehicle for the supply of the electrical load; b. authorization of the supply of the electrical load; and c. notification of interruption of the supply of the electrical load.

13. Method according to claim 10, characterized in that the energy logistics plan (10) is defined individually for each modular vehicle. of the cargo transport vehicle (1), in which the individual energy logistics plan (10) is defined based on the energy demand request.

14. Method according to claim 10, characterized in that the supply of electrical load is monitored individually by modular vehicle of the cargo transport vehicle (1), in which each electrical unit receives electrical load from one or more modular vehicles.

15. Cargo vehicle combination (1) comprising a towing vehicle and one or more passive vehicles characterized by comprising a control unit interacting with an energy storage means and / or with a generator installed in the cargo vehicle combination, in which both the towing vehicle and the one or more passive vehicles comprise a means of supplying individual electrical energy to electrical units, in which: the control unit is provided with energy demand request information from the electrical units; the control unit is provided with segmentation data of the cargo vehicle combination, said data generated based on energy conditions of the cargo vehicle combination and demand requests;and both the towing vehicle and the one or more passive vehicles are provided with individual electrical power supply information for each electrical unit, said vehicles being independent suppliers of electrical power to the electrical units.;

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