Pre charging propulsion control

Abstract

A computer system comprising processing circuitry is presented. The processing circuitry is configured to determine that a charging event of an electrified multi-unit, EMU, vehicle combination (10) will occur within a predetermined distance (212) from a current location of the EMU-vehicle combination (10). The processing circuitry is further configured to estimate a first estimated energy input (223a) indicating an amount of energy required to charge a first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to a first predefined state of energy, SoE, (224a) associated with the first electrified vehicle unit (10a), and to estimate a second estimated energy input (223b) indicating an amount of energy required to charge a second electrified vehicle unit (10b) of the EMU-vehicle combination (10) to a second predefined SoE (224b) associated with the second electrified vehicle unit (10b). The processing circuitry is further configured to determine an adapted propulsion control strategy of the EMU-vehicle combination (10) to control a difference (227) between the first estimated energy input (223a) and the second estimated energy input (223b), and to provide the adapted propulsion control strategy for propulsion control of the EMU-vehicle combination (10).

Description

[0001] PRE CHARGING PROPULSION CONTROL

[0002] TECHNICAL FIELD

[0003] [1] The disclosure relates generally to charging of electrical vehicles. In particular aspects, the disclosure relates to pre charging propulsion control of electrical vehicles. The disclosure can be applied to heavy-duty vehicles, such as trucks, buses, and construction equipment, among other vehicle types. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.

[0004] BACKGROUND

[0005] [2] Electrical vehicles are increasingly common and are available for substantially all forms of transportation. Electrical vehicles may be purely electrical with electrical propulsion being the only available option for propulsion, or hybrid vehicles where electrical propulsion may be combined with e.g. combustion engines. A power source of electrical vehicles, generally a battery, need to be charged on order for vehicle to operate.

[0006] [3] Charging of an electrical vehicle is generally performed at vehicle stand-still. Vehicles used for e.g. commuting may be conveniently charged during parked timed at either end of a commute. For longer trips, or for professional vehicles like trucks, buses and construction equipment, extended periods of vehicle stand-still are uncommon. As a consequence, charging a professional vehicle reduces productivity and charging during extended trips prolongs a travel time.

[0007] [4] Increasing a capacity of a power source of a vehicle increases a time between charging events, but increases a charging time of the power source. Increasing a charging current at charging stations decreases the charging time, but availability of high power chargers is not guaranteed and some vehicles may limit a maximum charging current for safety and durability reasons.

[0008] SUMMARY

[0009] [5] According to a first aspect of the disclosure, a computer system comprising processing circuitry is presented. The processing circuitry is configured to determine that a charging event of an electrified multi-unit, EMU, vehicle combination will occur within a predetermined distance from a current location of the EMU-vehicle combination. The processing circuitry is further configured to estimate a first estimated energy input indicating an amount of energy required to charge a first electrified vehicle unit of the EMU-vehicle combination to a first predefined state of energy, SoE, associated with the first electrified vehicle unit, and to estimate a second estimated energy input indicating an amount of energy required to charge a second electrified vehicle unit of the EMU-vehicle combination to a second predefined SoE associated with the second electrified vehicle unit. The processing circuitry is further configured to determine an adapted propulsion control strategy of the EMU-vehicle combination to control a difference between the first estimated energy input and the second estimated energy input, and provide the adapted propulsion control strategy for propulsion control of the EMU-vehicle combination. The first aspect of the disclosure may seek to solve a problem of undue downtime of vehicles during e.g. charging. A technical benefit may include reducing a charging time of an EMU-vehicle combination.

[0010] [6] Optionally in some examples, including in at least one preferred example, the adapted propulsion control strategy indicate one of the first electrified vehicle unit or the second electrified vehicle unit as a preferred electrified vehicle unit for providing energy for propulsion of the EMU-vehicle combination. A technical benefit may include reducing an amount of energy of one specific energy source prior to charging or mission end.

[0011] [7] Optionally in some examples, including in at least one preferred example, the adapted propulsion control strategy indicates one of the first electrified vehicle unit or the second electrified vehicle unit as a preferred electrified vehicle unit for receiving energy provided by regenerative breaking of the EMU-vehicle combination. A technical benefit may include increasing an amount of energy of one specific energy source prior to charging or mission end.

[0012] [8] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine that the charging event will occur at an upcoming charging station location, estimate the first estimated energy input using a current propulsion strategy of the EMU-vehicle combination, wherein the first estimated energy input indicates an amount of energy required to charge the first electrified vehicle unit of the EMU- vehicle combination to the first predefined SoE at a start of the charging event, and estimate the second estimated energy input using the current propulsion strategy of the EMU-vehicle combination, wherein the second estimated energy input indicates an amount of energy required to charge the first electrified vehicle unit of the EMU-vehicle combination to the second predefined SoE at the start of the charging event. A technical benefit may include more accurately control of energy levels at the start of the charging event as energy consumption during travel across the predetermined distance is considered.

[0013] [9] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to obtain an available charging capability of a charging station at the upcoming charging station location, wherein the available charging capability comprises a number of available charging sockets at the charging station and / or a maximum charging power of the charging sockets at the charging station, and determine the adapted propulsion control strategy of the EMU-vehicle combination to control the difference between the first estimated energy input and the second estimated energy input based on the available charging capability of the charging station. A technical benefit may include further reduced charging time as energy levels may be controlled to compensate for charging capability of the charging station.

[0014]

[0010] Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to estimate the estimated energy inputs based on a current SoE of each of the electrified vehicle units, a maximum energy capacity of each of the first electrified vehicle units, and a predetermined route from the current location of the EMU- vehicle combination to a specific location, such as a charging station location or a mission end location. A technical benefit may include more accurately control of energy levels at the start of the charging event as energy consumption during travel across the predetermined distance is considered.

[0015]

[0011] Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to determine the adapted propulsion control strategy of the EMU-vehicle combination to charge one of the first electrified vehicle unit or the second electrified vehicle unit towards the respective predefined SoE. A technical benefit may include increasing an amount of energy of one specific energy source prior to charging or mission end.

[0016]

[0012] Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to determine the adapted propulsion control strategy of the EMU-vehicle combination to discharge one of the first electrified vehicle unit or the second electrified vehicle unit. A technical benefit may include decreasing an amount of energy of one specific energy source prior to charging or mission end.

[0013] Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to determine the adapted propulsion control strategy of the EMU-vehicle combination to reduce the difference between the first estimated energy input and the second estimated energy input. A technical benefit may include decreasing charging time.

[0017]

[0014] Optionally in some examples, including in at least one preferred example, the adapted propulsion control strategy indicate one of the first electrified vehicle unit or the second electrified vehicle unit as a preferred electrified vehicle unit for providing energy for propulsion of the EMU-vehicle combination; and / or indicate one of the first electrified vehicle unit or the second electrified vehicle unit as a preferred electrified vehicle unit for receiving energy provided by regenerative breaking of the EMU-vehicle combination; wherein the processing circuitry is further configured to: determine that the charging event will occur at an upcoming charging station location, estimate the first estimated energy input using a current propulsion strategy of the EMU-vehicle combination, wherein the first estimated energy input indicates an amount of energy required to charge the first electrified vehicle unit of the EMU-vehicle combination to the first predefined SoE at a start of the charging event, and estimate the second estimated energy input using the current propulsion strategy of the EMU-vehicle combination, wherein the second estimated energy input indicates an amount of energy required to charge the first electrified vehicle unit of the EMU- vehicle combination to the second predefined SoE at the start of the charging event; wherein the processing circuitry is further configured to: obtain an available charging capability of a charging station at the upcoming charging station location, wherein the available charging capability comprises a number of available charging sockets at the charging station and / or a maximum charging power of the charging sockets at the charging station, and determine the adapted propulsion control strategy of the EMU-vehicle combination to control the difference between the first estimated energy input and the second estimated energy input based on the available charging capability of the charging station; wherein the processing circuitry is configured to: estimate the estimated energy inputs based on a current SoE of each of the electrified vehicle units, a maximum energy capacity of each of the first electrified vehicle units, and a predetermined route from the current location of the EMU-vehicle combination to a specific location, such as a charging station location or a mission end location; wherein the processing circuitry is configured to determine the adapted propulsion control strategy of the EMU-vehicle combination to charge one of the first electrified vehicle unit or the second electrified vehicle unit towards the respective predefined SoE; wherein the processing circuitry is configured to determine the adapted propulsion control strategy of the EMU- vehicle combination to discharge one of the first electrified vehicle unit or the second electrified vehicle unit; wherein the processing circuitry is configured to determine the adapted propulsion control strategy of the EMU-vehicle combination to reduce the difference between the first estimated energy input and the second estimated energy input; wherein the predetermined distance is set to a distance corresponding to a remaining range of the EMU- vehicle combination being below 100 km, preferably below 70 km. A technical benefit may include a combination of all the benefits of the other examples.

[0018]

[0015] According to a second aspect of the disclosure, an EMU-vehicle combination comprising a first electrified vehicle unit, a second electrified vehicle unit is presented. The EMU-vehicle combination further comprises the computer system of the first aspect. The second aspect of the disclosure may seek to solve a problem of undue downtime of vehicles during e.g. charging. A technical benefit may include reducing a charging time of an EMU- vehicle combination.

[0019]

[0016] Optionally in some examples, including in at least one preferred example, the first electrified vehicle unit is a heavy duty vehicle.

[0020]

[0017] Optionally in some examples, including in at least one preferred example, the second electrified vehicle unit is a trailer unit.

[0021]

[0018] According to a third aspect of the disclosure, a computer implemented method is presented. The method comprising: determining, by processing circuitry of a computer system, that a charging event of an EMU-vehicle combination will occur within a predetermined distance from a current location of the EMU-vehicle combination, estimating, by the processing circuitry of the computer system, a first estimated energy input indicating an amount of energy required to charge a first electrified vehicle unit of the EMU-vehicle combination to a first predefined state of energy, SoE, associated with the first electrified vehicle unit, estimating, by the processing circuitry of the computer system, a second estimated energy input indicating an amount of energy required to charge a second electrified vehicle unit of the EMU-vehicle combination to a second predefined SoE associated with the second electrified vehicle unit, determining, by the processing circuitry of the computer system, an adapted propulsion control strategy of the EMU-vehicle combination to control a difference between the first estimated energy input and the second estimated energy input, and providing, by the processing circuitry of the computer system, the adapted propulsion control strategy for propulsion control of the EMU-vehicle combination. The third aspect of the disclosure may seek to solve a problem of undue downtime of vehicles during e.g. charging. A technical benefit may include reducing a charging time of an EMU-vehicle combination.

[0022]

[0019] According to a fourth aspect of the disclosure, a computer program product comprising program code for performing, when executed by processing circuitry, the method of the third aspect is presented. The fourth aspect of the disclosure may seek to solve a problem of undue downtime of vehicles during e.g. charging. A technical benefit may include reducing a charging time of an EMU-vehicle combination.

[0023]

[0020] According to a fifth aspect of the disclosure, a non-transitory computer-readable storage medium comprising instructions, which when executed by processing circuitry, cause the processing circuitry to perform the method of the third aspect is presented. The fifth aspect of the disclosure may seek to solve a problem of undue downtime of vehicles during e.g. charging. A technical benefit may include reducing a charging time of an EMU-vehicle combination.

[0024]

[0021] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.

[0025]

[0022] There are also disclosed herein computer systems, control units, code modules, computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits.

[0026] BRIEF DESCRIPTION OF THE DRAWINGS

[0027]

[0023] Examples are described in more detail below with reference to the appended drawings.

[0028]

[0024] FIG. 1 is an exemplary schematic view of an electrified multi-unit vehicle combinations according to an example.

[0025] FIG. 2 is an exemplary schematic view of a computer system according to an example.

[0029]

[0026] FIG. 3 is an exemplary schematic view of an energy storage according to an example.

[0030]

[0027] FIG. 4 is an exemplary schematic view of a propulsion strategy manager according to an example.

[0031]

[0028] FIG. 5A is an exemplary schematic view of an electrified multi-unit vehicle at a predetermined distance from a charging station according to an example.

[0032]

[0029] FIG. 5B is an exemplary schematic view of an electrified multi-unit along a route to a charging station according to an example.

[0033]

[0030] FIG. 5C is an exemplary schematic view of an electrified multi-unit at a charging station according to an example.

[0034]

[0031] FIG. 6 is an exemplary schematic view of a method according to an example.

[0035]

[0032] FIG. 7 is an exemplary schematic view of a computer program product according to an example.

[0036]

[0033] FIG. 8 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein, according to an example.

[0037] DETAILED DESCRIPTION

[0038]

[0034] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0039]

[0035] As mentioned, charging of electrical vehicles (EVs) generally occurs when the EV is parked, or at least at stand-still. Charging of the EV generally causes unwanted downtime of the vehicle and although the charging may sometimes be combined with (sometimes legally mandated) rest for a driver of the vehicle, the charging time and stipulated resting times may not match with unwanted downtime as a result.

[0040]

[0036] To increase a capacity of batteries or other energy storages of a vehicle, two or more batteries may be connected in parallel. It may be that the EV may selectively choose to drain only one of these batteries, or that the arrangement of the batteries is such that their respective state of charge (SoC) and / or state of energy (SoE) differ. The present disclosure will provide features that reduces the charging time of a vehicle with multiple electrical energy storages by controlling the propulsion of the vehicle such that the energy receivable by each energy storage at a given point in time is controlled to reduce the charging time. This may be provided by e.g. ensuring that all batteries are capable of receiving substantially the same amount of energy at a start of a charging event.

[0041]

[0037] If both (or all) batteries are charged in parallel with similar power chargers, vehicle will have to be parked for charging until the battery requiring the most energy until it is sufficiently charged is sufficiently charged. Batteries being sufficiently charged prior to other batteries, are idly awaiting the charging of the other batteries and may risk undue occupying a charging station as the vehicle has to be parked during charging. However, by controlling an energy each battery is capable of receiving at a start of a charging event, the charging time may be significantly reduced. For instance, this reduces a risk of, in parallel charging, one battery being sufficiently charged prior to a second battery being sufficiently charged.

[0042]

[0038] Differentiation of the SoC or SoE is relevant to all vehicles with independently controllable electrical energy storages. Differentiation of the SoC or SoE is specifically relevant in electrified multi-unit (EMU) vehicle combinations. An EMU-vehicle is a multiple-unit train consisting of self-propelled carriages (trailer units, tractor units etc.). Each carriage using electricity as main energy for propulsion. EMUs are commonly used in passenger rail transportation, particularly in urban and suburban areas.

[0043]

[0039] FIG. 1 is an exemplary schematic side view of an EMU-vehicle combination 10, sometimes referred to as a vehicle 10 or EMU-vehicle 10 for reasons of brevity. The EMU- vehicle combination 10 comprises first electrified vehicle unit 10a, a second electrified vehicle unit 10b and a third electrified vehicle unit 10c. In FIG. 1, the first electrified vehicle unit 10a is a tractor unit 10a, the second electrified vehicle unit 10b is a first trailer unit 10b and the third electrified vehicle unit 10c is a second trailer unit 10c. The tractor unit 10a is arranged to tow the first trailer unit 10b and the second trailer unit 10c. In other examples, other EMU-vehicles may be employed, e.g., trucks, buses, and construction equipment. Although the EMU-vehicle combination 10 in FIG. 1 is shown as an EMU-vehicle combination 10 comprising three units 10a, 10b, 10c, EMU-vehicle combination 10 comprising only two units or more than three units are well within the scope of the present disclosure.

[0040] The EMU-vehicle combination 10 comprises all electrified vehicle units and associated functionality to operate as expected, such as a powertrain, chassis, and various control systems. Each electrified vehicle unit 10a, 10b, 10c of the EMU-vehicle combination 10 comprises one or more propulsion sources 12a, 12b, 12c. The respective propulsion source 12a, 12b, 12c may be any suitable propulsion source 12 exemplified by one or more electrical motors or a combination of an electrical motor and a combustion engine such as a diesel, gas (natural gas, hydrogen, dme, etc.) or gasoline powered engine. Each electrified vehicle unit 10a, 10b, 10c further comprises an energy storage 14a, 14b, 14c, sometimes referred to as an energy source 14a, 14b, 14c, suitable for providing energy for the respective propulsion source 12a, 12b, 12c. For the present disclosure, each electrified vehicle unit 10a, 10b, 10c is assumed to comprise one propulsion sources 12a, 12b, 12c in the form of an electrical motor. In some examples, one or more of the electrified vehicle units 10a, 10b, 10c comprise one energy storage 14a, 14b, 14c in the form of a rechargeable electrical energy storage, (electrical energy storage for short) such as a rechargeable battery. Additionally, or alternatively, in some examples, one or more of the electrified vehicle units 10a, 10b, 10c comprise one energy storage 14a, 14b, 14c in the form of a gas tank for providing energy to a fuel cell of the associated the electrified vehicle unit 10a, 10b, 10c.

[0044]

[0041] The EMU-vehicle combination 10 further comprises sensor circuitry 16a, 16b, 16c arranged to detect, measure, sense or otherwise obtain data relevant for operation of the EMU-vehicle combination 10. In FIG. 1, the each electrified vehicle unit 10a, 10b, 10c is shown as comprising a respective sensor circuitry 16a, 16b, 16c such that the first electrified vehicle unit 10a comprise a first sensor circuitry 16a, the second electrified vehicle unit 10b comprise a second sensor circuitry 16b and the third electrified vehicle unit 10c comprise a third sensor circuitry 16c. Each respective sensor circuitry 16a, 16b, 16c may be similar, corresponding or different to the other sensor circuitry 16a, 16b, 16c. In some examples, the respective sensor circuitry 16a, 16b, 16c are interconnected such each sensor circuitry 16a, 16b, 16c may obtain some or all sensor data from one or more of the other sensor circuitry 16a, 16b, 16c. The sensor circuitry 16a, 16b, 16c may comprise one or more of an accelerometer, volt meter, a current meter, a gyroscope, a wheel Speed Sensor, an ABS sensor, a throttle position sensor, a fuel level sensor, a temperature Sensor, a pressure sensor, a rain sensor, a light sensor, proximity sensor, a lane departure warning sensor, a blind spot detection sensor, a TPMS sensor etc. Operational data relevant for operation of the EMU- vehicle combination 10 may include, but is not limited to, one or more of a speed of the EMU-vehicle combination 10, a weight of the EMU-vehicle combination 10, an inclination of the EMU-vehicle combination 10, a status of the energy sources 14a, 14b, 14c of the EMU-vehicle combination 10 (voltage, SoC, SoE etc.), a current speed limit of a current road travelled by the EMU-vehicle combination 10, etc. The EMU-vehicle combination 10 may further comprise communications circuitry 18a, 18b, 18c configured to receive and / or send communication. In FIG. 1, the each electrified vehicle unit 10a, 10b, 10c is shown as comprising a respective communications circuitry 18a, 18b, 18c such that the first electrified vehicle unit 10a comprise a first communications circuitry 18a, the second electrified vehicle unit 10b comprise a second communications circuitry 18b and the third electrified vehicle unit 10c comprise a third communications circuitry 18c. In some examples, the EMU-vehicle combination 10, not all electrified vehicle unit 10a, 10b, 10c comprise communications circuitry 18a, 18b, 18c. The communications circuitry 18a, 18b, 18c may be configured to communicate with each other and share data between each electrified vehicle units 10a, 10b, 10c of the EMU-vehicle combination 10. In some examples, the communications circuitry 18a, 18b, 18c may be configured to enable the EMU-vehicle combination 10 to communicate with one or more external devices or systems such as a cloud server 40. The communication with the external devices or systems may be directly or via a communications interface such as a cellular communications interface 30, such as a radio base station. The communications interface 30 may be a wireless communications interface exemplified by, but not limited to, Wi-Fi, Bluetooth, Zigbee, Z-Wave, LoRa, Sigfox, 2G (GSM, CDMA), 3G (UMTS, CDMA2000), 4G (LTE), 5G (NR) etc. The cloud server 40 may be any suitable cloud server exemplified by, but not limited to, Amazon Web Services (AWS), Microsoft Azure, Google Cloud Platform (GCP), IBM Cloud, Oracle Cloud Infrastructure (OCI), DigitalOcean, Vultr, Linode, Alibaba Cloud, Rackspace etc. The communication circuitry 18a, 18b, 18c may, additionally or alternatively, be configured to enable the EMU-vehicle combination 10 to be operatively connected to a Global Navigation Satellite System (GNSS) 20 exemplified by, but not limited to, global positioning system (GPS), Globalnaya Navigatsionnaya Sputnikovaya Sistema (GLONASS), Galileo, BeiDou Navigation Satellite System, Navigation with Indian Constellation (NavIC) etc. The EMU-vehicle combination 10 may be configured to utilize data obtain from the GNSS 20 to determine a geographical location of the EMU-vehicle combination 10.

[0042] The vehicle 10 in FIG. 1 is further shown comprising processing circuitry 110. In FIG. 2, the processing circuitry is shown forming part of a computer system 100. The computer system 100 may be considered to comprise processing circuitry 110 at the EMU- vehicle combination 10 and / or processing circuitry 110 at the cloud server 40. That is to say, in some examples, the EMU-vehicle combination 10 comprise the computer system 100, in some examples the cloud server 40 comprise the computer system 100 and in some examples both the EMU-vehicle combination 10 and the cloud server 40 comprise parts of the computer system 100. Functionality, features and examples presented herein are applicable to the computer system 100 regardless of a distribution of the computer system 100.

[0045]

[0043] In FIG. 3, a schematic view of an exemplary electrical energy storage 14 is shown. The electrical energy storage 14 may be a total electric energy storage 14 of one of the electrified vehicle units 10a, 10b, 10c of the EMU-vehicle combination 10. That is to say, the electrified vehicle unit 10a, 10b, 10c may comprise a plurality of energy sources 14a, 14b, 14c, and in such cases, the energy source of 14 in FIG. 3 may be considered a sum of the energy sources 14a, 14b, 14c of the electrified vehicle unit 10a, 10b, 10c with regards to e.g. capacity, voltage, current, energy etc. The energy storage 14 may be described by data relating to a current and / or theoretical operational states and / or operational status of the energy storage 14.

[0046]

[0044] One parameter that may be of relevance to the energy storage 14 is a maximum energy capacity 225 of the energy storage 14. The maximum energy capacity 225 indicates a maximum amount of energy that may be storage in the electrical energy storage 14, energy capacity is generally measured in watt-hours (Wh) or Joules (J). The maximum energy capacity 225 may sometimes describe a maximum capacity. As the skilled person understands, energy capacity takes operating voltage and capacity of the energy storage 14 into account and the capacity only considers a charge capacity of the energy storage 14. Generally, energy capacity is a more precise measurement of an ability of the energy storage 14 to provide and receive. Capacity is generally measured in ampere-hours (Ah) and / or an energy density. Energy density is generally measure in watt-hours (or Joules) per kilogram (Wh / kg) or watt-hours (or Joules) per liter (Wh / 1)). In cases of the maximum energy capacity 225 indicating an energy density, the maximum energy capacity 225 is linked to a weight or a volume (liters) of the energy storage 14.

[0045] One parameter that may be of relevance to the energy storage 14 is a current SoE 221 of the energy storage 14, i.e. an amount of energy currently stored in the energy storage 14. In some examples, the current SoE 221 may be replaced, or combined with, a current SoC of the energy storage 14. The current SoE 221 may be described as a fraction of the (e.g. a percentage) of the maximum energy capacity 225, a current energy capacity, a current capacity and / or a current energy density of the energy storage 14.

[0047]

[0046] One parameter that may be of relevance to the energy storage 14 is a predefined SoE 224. The predefined SoE 224 may describe a SoE at which the energy storage 14 may be considered sufficiently charged. The predefined SoE 224 may be described as a fraction of the (e.g. a percentage) of the maximum energy capacity 225, a predefined capacity and / or a predefined energy density of the energy storage 14. The predefined SoE 224 may be equal to the maximum energy capacity 225, but in some examples, the predefined SoE 224 is lower than the maximum energy capacity 225. In some examples, the predefined SoE 224 is at or below 95% of the maximum energy capacity 225. In some examples, the predefined SoE 224 is at or below 90% of the maximum energy capacity 225. In some examples, the predefined SoE 224 is at or below 85% of the maximum energy capacity 225. Having the predefined SoE 224 lower than the maximum energy capacity 225 is beneficial as charging an energy storage to the maximum energy capacity 225 of the energy storage 14 may increase a wear of the energy storage 14.

[0048]

[0047] One parameter that may be of relevance to the energy storage 14 is an energy input 223 of the energy storage 14. The energy input 223 indicates an amount of energy required to, at the current SoE 221, charge the energy storage 14 to the predefined SoE 224. That is to say, the energy input 223 indicates how much energy the energy storage 14 may receive until it is fully charged. The energy input 223 may be described as a fraction of the (e.g. a percentage) of the maximum energy capacity 225, a receivable capacity and / or a receivable energy density of the energy storage 14.

[0049]

[0048] As a simple example, assume that maximum energy capacity 225 of an exemplary energy storage 14 is 50 kWh. The predefined SoE 224 is 85% of the maximum energy capacity 225, i.e. 42,5 kWh and the current SoE 221 is 23 kWh. In this example, the energy input 223 may be determined as a difference between the predefined SoE 224 and the current SoE 221, i.e. 42,5 - 23 = 19,5 kWh.

[0049] With reference to FIG. 4, an exemplary propulsion strategy manager 200 will be explained. The computer system 100 may be configured to provide some or all of the functions and features of the propulsion strategy manager 200. The propulsion strategy manager 200 may be operatively connected to a data storage 45 for storing data relevant for control and / or operation of the propulsion strategy manager 200. The data storage 45 may be part of the cloud server 40.

[0050]

[0050] The propulsion strategy manager 200 comprises a charging event determiner 210. The charging event determiner 210 is configured to determine that a charging event 211 will occur within a predetermined distance 212 from a current location 101 of the EMU-vehicle combination 10. The current location 101 may be a obtained from e.g. the GNSS 20 or any other suitable positioning device available to the computer system 100 and / or the EMU- vehicle combination 10. The predetermined distance 212 may be a fixed distance determined based on e.g. the current SoE 221 of the EMU-vehicle combination 10. That is to say, the predetermined distance 212 may be determined such that, after having travelled the predetermined distance 212, the current SoE 221 will be at a minimum allowable (or recommended) level. In some examples, the predetermined distance 212 may be determined based on a distance from the current location 101 of the EMU-vehicle combination 10 and a specific location 213. The specific location 213 may be a charging station location 213 and / or a mission end location 213. In some examples the predetermined distance 212 is set to a distance corresponding to a remaining range of the EMU-vehicle combination 10 being below 100 km, preferably below 70 km.

[0051]

[0051] In some examples, the propulsion strategy manager 200 may be configured to obtain a predetermined route 103 from the current location 101 to the specific location 213. The predetermined route 213 may be obtained from e.g. a navigator of the EMU-vehicle combination 10, from the cloud server 40 and / or any other suitable function or feature available to the propulsion strategy manager 200 and / or the computer system 100. In some examples, the predetermined route 213 comprises topology data indicating a topography for the predetermined route 213. In some examples, the predetermined route 213 covers a distance of at least 10 km, preferably at least 20 km.

[0052]

[0052] In some examples, the propulsion strategy manager 200 may be configured to obtain a current propulsion control strategy 105 of the EMU-vehicle combination 10. The current propulsion control strategy 105 may indicate current operational data relating to propulsion of the EMU-vehicle combination 10. Specifically, for the present disclosure, a propulsion control strategy 105, 235 indicates a propulsion ratio between the electrified vehicle units 10a, 10b, 10c of the EMU-vehicle combination 10. That is to say, assuming the EMU-vehicle combination 10 of FIG. 1 and that the first electrified vehicle unit 10a is a tractor unit. The propulsion control strategy 105, 235 may be configured such that the tractor unit is configured to provide 90% of the propulsion for the EMU-vehicle combination 10 leaving 10% of the propulsion for the EMU-vehicle combination 10 to the second and third electrified vehicle units 10b, 10c. Assume further that the remaining propulsion is provided by the second electrified vehicle unit 10b, the first trailer unit and that all electrified vehicle units 10a, 10b, 10c have similar propulsion sources 12a, 12b, 12c and energy storages 14a, 14b, 14c. In this scenario, the propulsion control strategy 105, 235 will cause 90% of an energy for propulsion of the EMU-vehicle combination 10 to be provided by the energy storage 14a of the first electrified vehicle unit 10a, 10% may be provided by the energy storage 14b of the second electrified vehicle unit 10b and the energy storage 14c of the third electrified vehicle unit 10c will not contribute at all to propulsion of the EMU-vehicle combination 10. As a result, the energy storage 14a of the first electrified vehicle unit 10a will discharge much faster than the energy storage 14b of the second electrified vehicle unit 10b and the energy storage 14c of the third electrified vehicle unit 10c.

[0053]

[0053] The propulsion control strategy 105, 235 may correspondingly indicates a ratio of generating and / or storing energy from regenerative braking. For instance, assume that the reason for the propulsion control strategy 105, 235 as exemplified above is that the energy storage 14c of the third electrified vehicle unit 10c is depleted and the energy storage 14b of the second electrified vehicle unit 10b is almost depleted. In such scenarios, the propulsion control strategy 105, 235 may indicate that the propulsion source 12c of the third electrified vehicle unit 10c is the only propulsion source 12a, 12b, 12c of the EMU-vehicle combination 10 that should brake the EMU-vehicle combination 10. This causes all energy provided by regenerative braking to be provided by the propulsion source 12c of the third electrified vehicle unit 10c and available for charging of the energy storage 14c of the third electrified vehicle unit 10c. Depending on a configuration of the EMU-vehicle combination 10, it may be that any propulsion source 12a, 12b, 12c of the EMU-vehicle combination 10 may transfer energy obtained from regenerative braking to any of the energy storages 14a, 14b, 14c of the EMU-vehicle combination 10.

[0054] The propulsion control strategy 105, 235 may indicate one or more of the electrified vehicle units 10a, 10b, 10c as a preferred electrified vehicle units 10a, 10b, 10c for propelling the EMU-vehicle combination 10 and / or provide power for propelling the EMU-vehicle combination 10. Additionally, or alternatively, the propulsion control strategy 105, 235 may indicate one or more of the electrified vehicle units 10a, 10b, 10c as a preferred electrified vehicle units 10a, 10b, 10c for receiving energy provided by regenerative braking of EMU-vehicle combination 10 and / or provide regenerative braking of EMU-vehicle combination 10.

[0054]

[0055] The propulsion strategy manager 200 further comprise a propulsion strategy determiner 230. The propulsion strategy determiner 230 is configured to determine an adapted propulsion control strategy 235 for the EMU-vehicle combination 10. The adapted propulsion control strategy 235 for the EMU-vehicle combination 10 is determined to control a difference 227 between energy inputs 223a, 223b of the respective energy storages 14a, 14b, 14c of the EMU-vehicle combination 10. To this end, the propulsion strategy determiner 230 may comprise energy estimators 220, 220a, 220b configured to estimate the energy input 223, 223b of a respective energy storage 14a, 14b, 14c of the EMU-vehicle combination 10.

[0055]

[0056] In FIG. 4, two energy estimators 220a, 220b are shown. A first energy estimator 220a is configured to estimate a first estimated energy input 223a of the first electrified vehicle unit 10a in reference to a predefined SoE 224a associated with the energy storage 14a of the first electrified vehicle unit 10a. The first energy estimator 220a may be configured to estimate the first estimated energy input 223a based on a current SoE 221a of the energy storage 14a of the first electrified vehicle unit 10a. Correspondingly, a second energy estimator 220b is configured to estimate a second estimated energy input 223b of the second electrified vehicle unit 10b in reference to a predefined SoE 224a associated with the energy storage 14b of the second electrified vehicle unit 10a. The second energy estimator 220b may be configured to estimate the second estimated energy input 223b based on a current SoE 221b of the energy storage 14b of the second electrified vehicle unit 10a. It should be mentioned that the first energy estimator 220a and the second energy estimator 220b may be one and the same energy estimator 220 configured to work serially providing any number of energy inputs 223, 223b. Generally, one energy input 223, 223b is provided for each electrified vehicle unit 10a, 10b, 10c and the number of energy estimators 220, 220a, 220b configured to provide the energy inputs 223, 223b may be determined based on system constraints such as available memory, processing power, minimum latency etc.

[0056]

[0057] In some examples, the propulsion strategy determiner 230 may be configured to determine the adapted propulsion control strategy 235 for the EMU-vehicle combination 10 to control the difference 227 between the energy inputs 223a, 223b to reduce the difference 227 between the energy inputs 223a, 223b. This may be the case when an intention is to charge the all electrified vehicle units 10a, 10b, 10c at the upcoming charging event 211. This reduces a charging time as, due to the reduced difference in energy inputs 223, 223b, a difference in charging time between the electrified vehicle units 10a, 10b, 10c will be reduced.

[0057]

[0058] In some examples, the propulsion strategy determiner 230 may be configured to determine the adapted propulsion control strategy 235 for the EMU-vehicle combination 10 to control the difference 227 between the energy inputs 223a, 223b to increase a difference 227 between the energy inputs 223, 223b. Or specifically, to increase the energy input 223, 223b of some of the electrified vehicle units 10a, 10b, 10c. If for instance one electrified vehicle units 10a, 10b, 10c is to be left at a mission end location 213, it is likely that this specific electrified vehicle unit 10a, 10b, 10c will have ample time for charging at the mission end location 213. To this end, the energy inputs 223, 223b of that electrified vehicle unit 10a, 10b, 10c may be reduced, allowing the other electrified vehicle units 10a, 10b, 10c to save their energy and increase a time until they require charging or shorten a charging time at the mission end location 213.

[0058]

[0059] In some examples, specifically wherein the charging event 111 is determined to occur at a charging station location 213, the propulsion strategy determiner 230 may estimate the energy inputs 223a, 223b as energy inputs 223a, 223b at a start of the charging event 211. That is to say, the energy estimators 220, 220a, 220b may be configured to estimate the energy input 223a, 223b using the current propulsion strategy 105 of the EMU-vehicle combination 10 and predetermined distance 212. In other words, current energy inputs 223a, 223b are increased or decreased based on an estimated energy that would be provided or consumed given the current propulsion strategy 105 and the distance 212 to the charging station location 213. In some examples, estimating the energy inputs 223a, 223b at the start of the charging event 211 may further be based on the predetermined route 103 from the current location 101 to the charging station location 213. The propulsion strategy determiner 230 may be configured to determine the adapted propulsion control strategy 235 based on energy difference 227 of the estimated energy inputs 223a, 223b at the start of the charging event 211 and provide the adapted propulsion control strategy 235 for use during travel to the charging station location 213.

[0059]

[0060] The energy estimator(s) 220, 220a, 220b may be configured to estimate the energy inputs 223a, 223b based on respective propulsion efficiencies of the respective electrified vehicle unit 10a, 10b, 10c. The propulsion efficiencies may be affected by e.g. the respective propulsion source 12a, 12b, 12c of the respective electrified vehicle unit 10a, 10b, 10c. In other words, one propulsion source 12a, 12b, 12c may be designed with higher losses, or be worn causing higher losses than the other propulsion source 12a, 12b, 12c.

[0060]

[0061] In some examples, the propulsion strategy determiner 230 may be configured to determine the adapted propulsion control strategy 235 to ensure stability of the EMU-vehicle combination 10. To exemplify, there may be situations where, in order ensure estimated energy inputs 223a, 223b at the start of the charging event 211, it may be considered to have a majority of a propulsion force provided by one or more electrified vehicle units 10a, 10b, 10c having further electrified vehicle units 10a, 10b, 10c ahead of them. This will lead to the propelling electrified vehicle units 10a, 10b, 10c pushing the leading electrified vehicle units 10a, 10b, 10c which may cause instability of the EMU-vehicle combination 10 and increase a risk of jack-knifing the EMU-vehicle combination 10. The corresponding risk occurs when a leading vehicle unit 10a, 10b, 10c provides substantially all (regenerative) braking torque. To this end, the propulsion strategy determiner 230 may trade-off the energy difference 227 of the estimated energy inputs 223a, 223b at the start of the charging event 211 in favor of stability of the EMU-vehicle combination 10. This may be provided by e.g. limiting a maximum difference in propulsion torque between the electrified vehicle units 10a, 10b, 10c and / or limiting a maximum difference in braking torque between the electrified vehicle units 10a, 10b, 10c

[0061]

[0062] In some examples, the propulsion strategy manager 200 may be configured to obtain an available charging capability 55 of the charging station 50. The available charging capability 55 may describe a number of available charging sockets at the charging station 50. The available charging capability 55 may describe a maximum charging power of the charging sockets at the charging station 50. The available charging capability 55 may describe an available energy output of the charging station 50, i.e. how much energy is available for charging in total. The available energy output may be limited by maximum currents provided by charging sockets, a charging capacity of the charging station in general etc. The propulsion strategy determiner 230 may be configured to determine the adapted propulsion control strategy 235 further based on the available charging capability 55 of the charging station 50. If, for instance, only one high power charging socket and one low power charging socket are available, the propulsion strategy determiner 230 may determine the adapted propulsion control strategy 235 such the estimated energy input 223a, 223b at the start of the charging event 211 is higher for the electrified vehicle unit 10a, 10b, 10c selected to be charged by the high current charging socket than the electrified vehicle unit 10a, 10b, 10c selected to be charged by the low current charging socket.

[0062]

[0063] With reference to FIG. 5A, FIG. 5B and FIG. 5C, an exemplary application of the present disclosure will be given. Each of FIG. 5A, FIG. 5B and FIG. 5C shows the same EMU-vehicle combination 10 having two electrified vehicle units 10a, 10b, a tractor unit 10a and a trailer unit 10b. Each of FIG. 5A, FIG. 5B and FIG. 5C further shows the EMU- vehicle combination 10 at different locations along the predetermined route 103 and data for the respective energy storages 14a, 14b at the different locations along the predetermined route 103. A first energy storage 14a indicate data associated with the tractor unit 10a and a second energy storage 14b indicate data associated with the trailer unit 10b. In FIG. 5A, FIG. 5B and FIG. 5C, the first energy storage 14a and the second energy storage 14b are shown having a common predefined SoE 224. This is one example, and in other examples, the first energy storage 14a and the second energy storage 14b may very well be associated with different predefined SoEs 224. The predetermined route 103 indicate a route to the charging station 50.

[0063]

[0064] In FIG. 5A, the computer system 100 and / or the propulsion strategy manager 200 determines that a charging event 211 will occur within the predetermined distance 212. This may be caused by the first energy storage 14a being below a threshold and a suitable charging station 50 is available along the predetermined route 103. As seen in FIG. 5A, the energy input 223a for the first energy storage 14a is significantly greater than the energy input 223b for the second energy storage 14b. If the EMU-vehicle combination 10 was to keep traveling to the charging station 50 without any changes to the propulsion, the charging time would be determined by the energy input 223a for the first energy storage 14a as the second energy storage 14b would be charged to predefined SoEs 224 significantly faster than the first energy storage 14a. To this end, the propulsion strategy manager 200 may be configured to configure the adapted propulsion control strategy 235 to provide energy for propulsion from the second energy storage 14b and to provide energy from regenerative braking to the first energy storage 14a. The adapted propulsion control strategy 235 is then used during travel to the charging station location 213.

[0064]

[0065] If FIG. 5B, the EMU-vehicle combination 10 is at a crest of a hill. During travel up the hill, the EMU-vehicle combination 10 have been propelled by power from the second energy storage 14b. As a result, the energy input 223b of the second energy storage 14b has increased (the current SoE 221b has decreased) and the difference 227 between the first estimated energy input 223a and the second estimated energy input 223b has decreased.

[0065]

[0066] If FIG. 5C, the EMU-vehicle combination 10 is at a valley at the charging station 50. During travel down the hill, the EMU-vehicle combination 10 have been braked and the energy generated by regenerative braking have been provided to the first energy storage 14a. As a result, the energy input 223a of the first energy storage 14a has decreased (the current SoE 221a has increased) and the difference 227 between the first estimated energy input 223a and the second estimated energy input 223b has further decreased.

[0066]

[0067] It should be mentioned that the FIG. 5A, FIG. 5B and FIG. 5C is a simplified example strictly controlling energy flow from one energy storage 14a, 14b, 14c and to another energy storage 14a, 14b, 14c. As previously mentioned, energy may be sourced equally or in fractions from the energy storages 14a, 14b, 14c and correspondingly energy may be provided equally or in fractions to the energy storages 14a, 14b, 14c.

[0067]

[0068] In some examples, the adapted propulsion control strategy 235 may be such that one or more electrified vehicle units 10a, 10b, 10c may be configured to be, during travel and substantially regardless of topology, regeneratively braked. That is to say, the electrified vehicle unit 10a, 10b, 10c may apply associated regenerative brakes also in situations where no braking is required. This would allow the electrified vehicle unit 10a, 10b, 10c to charge an energy storage 14a, 14b, 14c of the electrified vehicle unit 10a, 10b, 10c substantially continuously during travel. Other electrified vehicle unit 10a, 10b, 10c will provide propulsion, and energy storages 14a, 14b, 14c of the propelling electrified vehicle unit 10a, 10b, 10c will generally be drained. Such configuration of the adapted propulsion control strategy 235 allows energy to be transferred between energy storages 14a, 14b, 14c even if a power interface of the electrified vehicle units 10a, 10b, 10c prohibits such energy transfer. It further allows one electrified vehicle unit 10a, 10b, 10c to be substantially drained prior to e.g. it being left at a loading location or mission end location which is common with trailer units.

[0068]

[0069] A total amount of energy having to be provided to the EMU-vehicle combination 10 at the charging event 211 will generally be substantially the same regardless of the propulsion control strategy 105, 235. However, the more energy storages 14a, 14b, 14c that can receive energy in parallel, the shorter the charging time.

[0069]

[0070] In FIG. 6 a schematic view of a method 300 is shown. The method 300 may be a computer implemented method 300. The processing circuitry 110 of the computer system 100 may be configured to perform, or cause, some or all features of the method 300. The method 300 may be altered, expanded or modified to include any feature, example or device presented herein. The method comprises determining 310 that a charging event 211 of an EMU-vehicle combination 10 will occur within a predetermined distance 212 from a current location 101 of the EMU-vehicle combination 10. The determining 310 may be performed according to any suitable example, feature or device presented herein. The determining 310 may specifically be performed as exemplified with reference to the charging event determiner 210 introduced with reference to FIG. 4. The method 300 further comprises estimating 320 a first estimated energy input 223a indicating an amount of energy required to charge a first electrified vehicle unit 10a of the EMU-vehicle combination 10 to a first predefined SoE 224a associated with the first electrified vehicle unit 10a, i.e. an energy storages 14a of the first electrified vehicle unit 10a. The estimating 320 may be performed according to any suitable example, feature or device presented herein. The estimating 320 may specifically be performed as exemplified with reference to the energy estimator 230 introduced with reference to FIG. 4. The method 300 further comprises estimating 330 a second estimated energy input 223b indicating an amount of energy required to charge a second electrified vehicle unit 10b of the EMU-vehicle combination 10 to a second predefined SoE 224b associated with the second electrified vehicle unit 10b, i.e. an energy storages 14b of the second electrified vehicle unit 10b. The estimating 330 may be performed according to any suitable example, feature or device presented herein. The estimating 330 may specifically be performed as exemplified with reference to the energy estimator 220, 220a, 220b introduced with reference to FIG. 4. It should be mentioned that the first predefined SoE 224a and the second predefined SoE 224b may be equal. The method 300 further comprises determining 340 an adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to control a difference between the first estimated energy input 223a and the second estimated energy input 223b. The determining 340 may be performed according to any suitable example, feature or device presented herein. The determining 340 may specifically be performed as exemplified with reference to the propulsion strategy determiner 230 introduced with reference to FIG. 4. The method 300 further comprises providing 350 the adapted propulsion control strategy 235 for propulsion control of the EMU-vehicle combination 10.

[0070]

[0071] In FIG. 7 a computer program product 400 is shown. The computer program product 400 comprises a computer program 600 and a non-transitory computer readable medium 500. The computer program 600 may be stored on the computer readable medium 500. The computer readable medium 600 is, in FIG. 11, exemplified as a vintage 5,25” floppy disc, but may be embodied as any suitable non-transitory computer readable medium such as, but not limited to, hard disk drives (HDDs), solid-state drives (SSDs), optical discs (e g., CD-ROM, DVD-ROM, CD-RW, DVD-RW), USB flash drives, magnetic tapes, memory cards, Read-Only Memories (ROM), network-attached storage (NAS), cloud storage etc.

[0071]

[0072] The computer program 600 comprises instruction 610 e.g. program instruction, software code, that, when executed by processing circuitry cause the processing circuitry to perform the method 300 introduced with reference to FIG. 6.

[0072]

[0073] FIG. 8 is a schematic diagram of a computer system 900 for implementing examples disclosed herein. The computer system 900 of FIG. 8 may be the computer system 100 introduced with reference to FIG. 2. The computer system 900 is adapted to execute instructions from a computer-readable medium to perform these and / or any of the functions or processing described herein. The computer system 900 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 900 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and / or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[0073]

[0074] The computer system 900 may comprise at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. The computer system 900 may include processing circuitry 902 (e.g., processing circuitry including one or more processor devices or control units), a memory 904, and a system bus 906. The computer system 900 may include at least one computing device having the processing circuitry 902. The system bus 906 provides an interface for system components including, but not limited to, the memory 904 and the processing circuitry 902. The processing circuitry 902 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 904. The processing circuitry 902 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 902 may further include computer executable code that controls operation of the programmable device.

[0074]

[0075] The system bus 906 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 904 may be one or more devices for storing data and / or computer code for completing or facilitating methods described herein. The memory 904 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 904 may be communicably connected to the processing circuitry 902 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 904 may include non-volatile memory 908 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 910 (e.g., randomaccess memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 902. A basic input / output system (BIOS) 912 may be stored in the non-volatile memory 908 and can include the basic routines that help to transfer information between elements within the computer system 900.

[0075]

[0076] The computer system 900 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 914, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 914 and other drives asSoEiated with computer-readable media and computer-usable media may provide nonvolatile storage of data, data structures, computer-executable instructions, and the like.

[0076]

[0077] Computer-code which is hard or soft coded may be provided in the form of one or more modules. The module(s) can be implemented as software and / or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 914 and / or in the volatile memory 910, which may include an operating system 916 and / or one or more program modules 918. All or a portion of the examples disclosed herein may be implemented as a computer program 920 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 914, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 902 to carry out actions described herein. Thus, the computer-readable program code of the computer program 920 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 902. In some examples, the storage device 914 may be a computer program product (e.g., readable storage medium) storing the computer program 920 thereon, where at least a portion of a computer program 920 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 902. The processing circuitry 902 may serve as a controller or control system for the computer system 900 that is to implement the functionality described herein.

[0077]

[0078] The computer system 900 may include an input device interface 922 configured to receive input and selections to be communicated to the computer system 900 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 902 through the input device interface 922 coupled to the system bus 906 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 900 may include an output device interface 924 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 900 may include a communications interface 926 suitable for communicating with a network as appropriate or desired.

[0078]

[0079] The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

[0079]

[0080] Example 1. A computer system 100 comprising processing circuitry 110 configured to: determine that a charging event 211 of an electrified multi -unit, EMU, vehicle combination 10 will occur within a predetermined distance 212 from a current location 101 of the EMU-vehicle combination 10, estimate a first estimated energy input 223a indicating an amount of energy required to charge a first electrified vehicle unit 10a of the EMU-vehicle combination 10 to a first predefined state of energy, SoE, 224a associated with the first electrified vehicle unit 10a, estimate a second estimated energy input 223b indicating an amount of energy required to charge a second electrified vehicle unit 10b of the EMU-vehicle combination 10 to a second predefined SoE 224b associated with the second electrified vehicle unit 10b, determine an adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to control a difference 227 between the first estimated energy input 223a and the second estimated energy input 223b, and provide the adapted propulsion control strategy 235 for propulsion control of the EMU-vehicle combination 10.

[0080]

[0081] Example 2. The computer system 100 of example 1, wherein the adapted propulsion control strategy 235 indicate one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b as a preferred electrified vehicle unit 10a, 10b for providing energy for propulsion of the EMU-vehicle combination 10.

[0081]

[0082] Example 3. The computer system 100 of example 1 or 2, wherein the adapted propulsion control strategy 235 indicate one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b as a preferred electrified vehicle unit 10a, 10b for receiving energy provided by regenerative breaking of the EMU-vehicle combination 10.

[0082]

[0083] Example 4. The computer system 100 of any one of examples 1 to 3, wherein the processing circuitry 110 is further configured to: determine that the charging event 211 will occur at an upcoming charging station location 213, estimate the first estimated energy input 223a using a current propulsion strategy 105 of the EMU-vehicle combination 10, wherein the first estimated energy input 223a indicates an amount of energy required to charge the first electrified vehicle unit 10a of the EMU-vehicle combination 10 to the first predefined SoE 224a at a start of the charging event 211, and estimate the second estimated energy input 223b using the current propulsion strategy 105 of the EMU-vehicle combination 10, wherein the second estimated energy input 223b indicates an amount of energy required to charge the first electrified vehicle unit 10a of the EMU-vehicle combination 10 to the second predefined SoE 224b at the start of the charging event 211.

[0083]

[0084] Example 5. The computer system 100 of example 4, wherein the processing circuitry 110 is further configured to: determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 for use during travel to the charging station location 213.

[0084]

[0085] Example 6. The computer system 100 of example 4 or 5, wherein the processing circuitry 110 is further configured to: obtain an available charging capability 55 of a charging station 50 at the upcoming charging station location 213, and determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to control the difference between the first estimated energy input 223a and the second estimated energy input 223b based on the available charging capability 55 of the charging station 50.

[0085]

[0086] Example 7. The computer system 100 of any one of examples 4 to 6, wherein the available charging capability 55 comprises a number of available charging sockets at the charging station 50 and / or a maximum charging power of the charging sockets at the charging station 50.

[0086]

[0087] Example 8. The computer system 100 of any one of examples 1 to 3, wherein the processing circuitry 110 is further configured to: determine that the charging event 211 will occur at a mission end of a predetermined route.

[0087]

[0088] Example 9. The computer system 100 of any one of examples 1 to 8, wherein the processing circuitry 110 is configured to: estimate the estimated energy inputs 223a, 223b based on a current SoE 221a, 221b of each of the electrified vehicle units 10a, 10b, a maximum energy capacity 225a, 225b of each of the first electrified vehicle units 10a, 10b, and a predetermined route 103 from the current location of the EMU-vehicle combination 10 to a specific location 213, such as a charging station location 213 or a mission end location 213.

[0088]

[0089] Example 10. The computer system 100 of example 9, wherein the processing circuitry 110 is further configured to: estimate the estimated energy inputs 223a, 223b based on respective propulsion efficiencies of the first electrified vehicle unit 10a and the second electrified vehicle unit 10b.

[0089]

[0090] Example 11. The computer system 100 of example 9 or 10, wherein the predetermined route 103 covers a distance of at least 10 km, preferably at least 20 km.

[0090]

[0091] Example 12. The computer system 100 of any one of examples 1 to 11, wherein the processing circuitry 110 is configured to determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to charge one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b towards the respective predefined SoE 224a, 224b.

[0091]

[0092] Example 13. The computer system 100 of any one of examples 1 to 12, wherein the processing circuitry 110 is configured to determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to discharge one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b.

[0092]

[0093] Example 14. The computer system 100 of any one of examples 1 to 13, wherein the processing circuitry 110 is configured to determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to reduce the difference between the first estimated energy input 223a and the second estimated energy input 223b.

[0094] Example 15. The computer system 100 of any one of examples 1 to 14, wherein the predetermined distance 212 is set to a distance corresponding to a remaining range of the EMU-vehicle combination 10 being below 100 km, preferably below 70 km.

[0093]

[0095] Example 16. The computer system 100 of example 1, wherein the adapted propulsion control strategy 235 indicate one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b as a preferred electrified vehicle unit 10a, 10b for providing energy for propulsion of the EMU-vehicle combination 10; wherein the adapted propulsion control strategy 235 indicate one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b as a preferred electrified vehicle unit 10a, 10b for receiving energy provided by regenerative breaking of the EMU-vehicle combination 10; wherein the processing circuitry 110 is further configured to: determine that the charging event 211 will occur at an upcoming charging station location 213, estimate the first estimated energy input 223a using a current propulsion strategy 105 of the EMU-vehicle combination 10, wherein the first estimated energy input 223a indicates an amount of energy required to charge the first electrified vehicle unit 10a of the EMU-vehicle combination 10 to the first predefined SoE 224a at a start of the charging event 211, and estimate the second estimated energy input 223b using the current propulsion strategy 105 of the EMU-vehicle combination 10, wherein the second estimated energy input 223b indicates an amount of energy required to charge the first electrified vehicle unit 10a of the EMU-vehicle combination 10 to the second predefined SoE 224b at the start of the charging event 21; wherein the processing circuitry 110 is further configured to: determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 for use during travel to the charging station location 213; wherein the processing circuitry 110 is further configured to: obtain an available charging capability 55 of a charging station 50 at the upcoming charging station location 213, and determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to control the difference between the first estimated energy input 223a and the second estimated energy input 223b based on the available charging capability 55 of the charging station 50; wherein the processing circuitry 110 is further configured to: determine that the charging event 211 will occur at a mission end of a predetermined route; wherein the processing circuitry 110 is configured to: estimate the estimated energy inputs 223a, 223b based on a current SoE 221a, 221b of each of the electrified vehicle units 10a, 10b, a maximum energy capacity 225a, 225b of each of the first electrified vehicle units 10a, 10b, and a predetermined route 103 from the current location of the EMU-vehicle combination 10 to a specific location 213, such as a charging station location 213 or a mission end location 213; wherein the processing circuitry 110 is further configured to: estimate the estimated energy inputs 223a, 223b based on respective propulsion efficiencies of the first electrified vehicle unit 10a and the second electrified vehicle unit 10b; wherein the predetermined route 103 covers a distance of at least 10 km, preferably at least 20 km; wherein the processing circuitry 110 is configured to determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to charge one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b towards the respective predefined SoE 224a, 224b; wherein the processing circuitry 110 is configured to determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to discharge one of the first electrified vehicle unit 10a or the second electrified vehicle unit 10b; wherein the processing circuitry 110 is configured to determine the adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to reduce the difference between the first estimated energy input 223a and the second estimated energy input 223b; wherein the predetermined distance 212 is set to a distance corresponding to a remaining range of the EMU-vehicle combination 10 being below 100 km, preferably below 70 km.

[0094]

[0096] Example 17. An EMU-vehicle combination 10 comprising a first electrified vehicle unit 10a, a second electrified vehicle unit 10b and the computer system 100 of any one of examples 1 to 16.

[0095]

[0097] Example 18. The EMU-vehicle combination 10 of example 17 wherein the first electrified vehicle unit 10a is a heavy duty vehicle.

[0096]

[0098] Example 19. The EMU-vehicle combination 10 of example 17 or 18 wherein the second electrified vehicle unit 10b is a trailer unit.

[0097]

[0099] Example 20. A computer implemented method 300 comprising: determining 310, by processing circuitry 110 of a computer system 100, that a charging event 211 of an EMU- vehicle combination 10 will occur within a predetermined distance 212 from a current location 101 of the EMU-vehicle combination 10, estimating 320, by the processing circuitry 110 of the computer system 100, a first estimated energy input 223 a indicating an amount of energy required to charge a first electrified vehicle unit 10a of the EMU-vehicle combination 10 to a first predefined state of energy, SoE, 224a associated with the first electrified vehicle unit 10a, estimating 330, by the processing circuitry 110 of the computer system 100, a second estimated energy input 223b indicating an amount of energy required to charge a second electrified vehicle unit 10b of the EMU-vehicle combination 10 to a second predefined SoE 224b associated with the second electrified vehicle unit 10b, determining 340, by the processing circuitry 110 of the computer system 100, an adapted propulsion control strategy 235 of the EMU-vehicle combination 10 to control a difference between the first estimated energy input 223a and the second estimated energy input 223b, and providing 350, by the processing circuitry 110 of the computer system 100, the adapted propulsion control strategy 235 for propulsion control of the EMU-vehicle combination 10.

[0098]

[0100] Example 21. A computer program product comprising program code for performing, when executed by the processing circuitry, the method of example 20.

[0099]

[0101] Example 22. A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry, cause the processing circuitry to perform the method of example 20.

[0100]

[0102] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0101]

[0103] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0102]

[0104] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0105] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0103]

[0106] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

ClaimsWhat is claimed is:

1. A computer system (100) comprising processing circuitry (110) configured to: determine that a charging event (211) of an electrified multi -unit, EMU, vehicle combination (10) will occur within a predetermined distance (212) from a current location (101) of the EMU-vehicle combination (10), estimate a first estimated energy input (223a) indicating an amount of energy required to charge a first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to a first predefined state of energy, SoE, (224a) associated with the first electrified vehicle unit (10a), estimate a second estimated energy input (223b) indicating an amount of energy required to charge a second electrified vehicle unit (10b) of the EMU-vehicle combination (10) to a second predefined SoE (224b) associated with the second electrified vehicle unit (10b), determine an adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to control a difference (227) between the first estimated energy input (223a) and the second estimated energy input (223b), and provide the adapted propulsion control strategy (235) for propulsion control of the EMU-vehicle combination (10).

2. The computer system (100) of claim 1, wherein the adapted propulsion control strategy (235) indicates one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b) as a preferred electrified vehicle unit (10a, 10b) for providing energy for propulsion of the EMU-vehicle combination (10); and / or indicates one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b) as a preferred electrified vehicle unit (10a, 10b) for receiving energy provided by regenerative breaking of the EMU-vehicle combination (10).

3. The computer system (100) of any one of claims 1 or 2, wherein the processing circuitry (110) is further configured to:determine that the charging event (211) will occur at an upcoming charging station location (213), estimate the first estimated energy input (223a) using a current propulsion strategy (105) of the EMU-vehicle combination (10), wherein the first estimated energy input (223a) indicates an amount of energy required to charge the first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to the first predefined SoE (224a) at a start of the charging event (211), and estimate the second estimated energy input (223b) using the current propulsion strategy (105) of the EMU-vehicle combination (10), wherein the second estimated energy input (223b) indicates an amount of energy required to charge the first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to the second predefined SoE (224b) at the start of the charging event (211).

4. The computer system (100) of claim 3, wherein the processing circuitry (110) is further configured to: obtain an available charging capability (55) of a charging station (50) at the upcoming charging station location (213), wherein the available charging capability (55) comprises a number of available charging sockets at the charging station (50) and / or a maximum charging power of the charging sockets at the charging station (50), and determine the adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to control the difference between the first estimated energy input (223a) and the second estimated energy input (223b) based on the available charging capability (55) of the charging station (50).

5. The computer system (100) of any one of claims 1 to 4, wherein the processing circuitry (110) is configured to: estimate the estimated energy inputs (223a, 223b) based on a current SoE (221a, 221b) of each of the electrified vehicle units (10a, 10b), a maximum energy capacity (225a, 225b) of each of the first electrified vehicle units (10a, 10b), and a predetermined route (103) from the current location of the EMU-vehiclecombination (10) to a specific location (213), such as a charging station location (213) or a mission end location (213).

6. The computer system (100) of any one of claims 1 to 5, wherein the processing circuitry (110) is configured to determine the adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to charge one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b) towards the respective predefined SoE (224a, 224b).

7. The computer system (100) of any one of claims 1 to 6, wherein the processing circuitry (110) is configured to determine the adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to discharge one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b).

8. The computer system (100) of any one of claims 1 to 7, wherein the processing circuitry (110) is configured to determine the adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to reduce the difference between the first estimated energy input (223a) and the second estimated energy input (223b).

9. The computer system (100) of claim 1, wherein the adapted propulsion control strategy (235) indicate one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b) as a preferred electrified vehicle unit (10a, 10b) for providing energy for propulsion of the EMU-vehicle combination (10); and / or indicate one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b) as a preferred electrified vehicle unit (10a, 10b) for receiving energy provided by regenerative breaking of the EMU-vehicle combination (10); wherein the processing circuitry (110) is further configured to: determine that the charging event (211) will occur at an upcoming charging station location (213), estimate the first estimated energy input (223a) using a current propulsion strategy (105) of the EMU- vehicle combination (10), wherein the first estimated energy input (223a) indicates an amount of energy required to charge the first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to the first predefined SoE (224a) at a start of thecharging event (211), and estimate the second estimated energy input (223b) using the current propulsion strategy (105) of the EMU-vehicle combination (10), wherein the second estimated energy input (223b) indicates an amount of energy required to charge the first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to the second predefined SoE (224b) at the start of the charging event (211); wherein the processing circuitry (110) is further configured to: obtain an available charging capability (55) of a charging station (50) at the upcoming charging station location (213), wherein the available charging capability (55) comprises a number of available charging sockets at the charging station (50) and / or a maximum charging power of the charging sockets at the charging station (50), and determine the adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to control the difference between the first estimated energy input (223a) and the second estimated energy input (223b) based on the available charging capability (55) of the charging station (50); wherein the processing circuitry (110) is configured to: estimate the estimated energy inputs (223a, 223b) based on a current SoE (221a, 221b) of each of the electrified vehicle units (10a, 10b), a maximum energy capacity (225a, 225b) of each of the first electrified vehicle units (10a, 10b), and a predetermined route (103) from the current location of the EMU-vehicle combination (10) to a specific location (213), such as a charging station location (213) or a mission end location (213); wherein the processing circuitry (110) is configured to determine the adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to charge one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b) towards the respective predefined SoE (224a, 224b); wherein the processing circuitry (110) is configured to determine the adapted propulsion control strategy (235) of the EMU- vehicle combination (10) to discharge one of the first electrified vehicle unit (10a) or the second electrified vehicle unit (10b); wherein the processing circuitry (110) is configured to determine the adapted propulsion control strategy (235) of the EMU- vehicle combination (10) to reduce the difference between the first estimated energy input (223a) and the second estimated energy input (223b); wherein the predetermined distance (212) is set to a distance corresponding to a remaining range of the EMU-vehicle combination (10) being below 100 km, preferably below 70 km.

10. An EMU-vehicle combination (10) comprising a first electrified vehicle unit (10a), a second electrified vehicle unit (10b) and the computer system (100) of any one of claims 1 to 9.

11. The EMU-vehicle combination (10) of claim 10 wherein the first electrified vehicle unit (10a) is a heavy duty vehicle.

12. The EMU-vehicle combination (10) of claim 10 or 11 wherein the second electrified vehicle unit (10b) is a trailer unit.

13. A computer implemented method (300) comprising: determining (310), by processing circuitry (110) of a computer system (100), that a charging event (211) of an EMU-vehicle combination (10) will occur within a predetermined distance (212) from a current location (101) of the EMU-vehicle combination (10), estimating (320), by the processing circuitry (110) of the computer system (100), a first estimated energy input (223a) indicating an amount of energy required to charge a first electrified vehicle unit (10a) of the EMU-vehicle combination (10) to a first predefined state of energy, SoE, (224a) associated with the first electrified vehicle unit (10a), estimating (330), by the processing circuitry (110) of the computer system (100), a second estimated energy input (223b) indicating an amount of energy required to charge a second electrified vehicle unit (10b) of the EMU-vehicle combination (10) to a second predefined SoE (224b) associated with the second electrified vehicle unit (10b), determining (340), by the processing circuitry (110) of the computer system (100), an adapted propulsion control strategy (235) of the EMU-vehicle combination (10) to control a difference between the first estimated energy input (223a) and the second estimated energy input (223b), and providing (350), by the processing circuitry (110) of the computer system (100), the adapted propulsion control strategy (235) for propulsion control of the EMU- vehicle combination (10).

14. A computer program product (400) comprising program code (610) for performing, when executed by processing circuitry (110), the method (300) of claim 13.

15. A non-transitory computer-readable storage medium (500) comprising instructions(610), which when executed by processing circuitry (110), cause the processing circuitry (110) to perform the method of claim 13.

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