Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
VEHICLE CONTROL SYSTEM
BACKGROUND
Technical Field.
[0001] Embodiments of the subject matter described herein relate to
controlling
movement of a vehicle system.
Discussion of Art.
[0002] Vehicle systems may travel on defined trips from starting or departure
locations to destination or arrival locations. Each trip may extend along the
route for long
distances, and the trip may include one or more designated stops prior to
reaching the
arrival location, such as for a crew change, refueling, picking up or dropping
off passengers
and/or cargo, and the like. Some vehicle systems travel according to trip
plans that provide
instructions for the vehicle system to implement during movement of the
vehicle system
such that the vehicle system meets or achieves certain objectives during the
trip. The
objectives for the trip may include reaching the arrival location at or before
a predefined
arrival time, increasing fuel efficiency (relative to the fuel efficiency of
the vehicle system
traveling without following the trip plan), abiding by speed limits and
emissions limits, and
the like. The trip plans may be generated to achieve the specific objectives,
so the
instructions provided by the trip plans are based on those specific
objectives.
[0003] Electrically powered vehicles that include battery powered engines may
have additional considerations when forming a trip plan. For example, with
limited
numbers of wayside charging systems, determinations may need to be made
regarding
when a vehicle should stop at such a wayside charging system. For vehicles
that only use
battery power, determinations must be made regarding how far a vehicle may
travel, based
on variables, including weather, wind, speed limits, vehicle weight, stops and
starts, or the
like, before the vehicle must stop at a wayside charging system. Similarly,
the amount of
charge provided, including the time spent recharging a battery directly
impacts the amount
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of time a vehicle is on a trip. Additionally, during braking, electricity is
generated that may
be used to recharge the vehicle battery, also factoring into a trip plan.
BRIEF DESCRIPTION
[0004] In accordance with one embodiment, a method may be provided that may
include obtaining environmental parameters related to one or more routes of a
trip for a
first vehicle system, and determining one or more expenditure sections and one
or more
charging sections of the one or more routes by predicting where the first
vehicle system
will consume energy and where the first vehicle system will generate the
energy,
respectively, during the trip based on the environmental parameters. A first
trip plan may
be obtained for the trip based on the one or more expenditure sections and the
one or more
charging sections, the trip plan designating one or more operational settings
for the first
vehicle system for travel during the trip.
[0005] In accordance with another embodiment, a system may be provided that
can include a controller configured to obtain environmental parameters related
to one or
more routes of a trip for a first vehicle system. The controller may also be
configured to
determine one or more expenditure sections and one or more charging sections
of the one
or more routes by predicting where the first vehicle system will consume
energy and where
the first vehicle system will generate the energy, respectively, during the
trip based on the
environmental parameters, obtain a first trip plan for the trip based on the
one or more
expenditure sections and the one or more charging sections, the first trip
plan designating
one or more operational settings for the first vehicle system for travel
during the trip.
[0006] A method may be provided that can include determining operational
parameters of an energy storage device of a first vehicle system, determining
an off-board
energy path to provide energy generated by a braking system of the first
vehicle system for
a trip along one or more routes based on the operational parameters of the
energy storage
device, and obtaining a first trip plan for the trip, the first trip plan
designating one or more
operational settings for the vehicle system at one or more of different
locations, different
times, or different distances along the one or more routes, the one or more
operational
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settings designated to drive the first vehicle system toward achievement of
one or more
objectives of the first trip plan.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The inventive subject matter may be understood from reading the
following description of non-limiting embodiments, with reference to the
attached
drawings, wherein below:
[0008] Figure 1 is a schematic diagram of one embodiment of a control system
disposed onboard a vehicle system;
[0009] Figure 2 is a schematic diagram of a controller;
[0010] Figure 3 is a schematic diagram of a propulsion subsystem;
[0011] Figure 4 is a schematic diagram of one embodiment of a vehicle system;
[0012] Figure 5 is a flow chart of one embodiment of a method for controlling
a
vehicle system that travels on a route; and
[0013] Figure 6 is a schematic diagram of one embodiment of a trip planner
algorithm.
DETAILED DESCRIPTION
[0014] In one or more embodiments, an electric propulsion-generating vehicle
is
provided that includes a controller that manages the current conducted to and
from an
energy storage device such as a battery. The controller also manages the
current that
remains stored on-board the vehicle or is provided to an off-board current
source for use
by other vehicles. A trip plan for the vehicle is determined based on when the
current is
conducted to and from the energy storage device, and when the current is
provided to an
off-board current source.
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[0015] In particular, environmental parameters related to a route of a trip
are
obtained to predict, estimate, forecast, or otherwise determining when
charging of the
energy storage device is needed versus when discharging of the energy storage
device is
advantageous. When current is generated at the vehicle by an auxiliary system,
such as the
braking system, the controller determines whether current generated by the
braking system
may be provided to the energy storage device for storage and/or charging,
provided to an
off-board current source for use by another vehicle, or whether part of the
current is stored
and/or used for charging and another part of the current is provided to the
off-board source.
The controller also determines when the battery storage device may be
discharged to supply
current to an off-board current source. In this manner, numerous vehicles
traveling the
same or similar routes may share energy to ensure vehicles are able to meet
objectives and
reduce stops for charging an energy storage device. By reducing stops, faster
travel times
are accomplished, and costs associated with energy is reduced.
[0016] Figure 1 illustrates a schematic diagram of a control system 100
according
to an embodiment. The control system is disposed on a vehicle system 102. The
vehicle
system is configured to travel along a route 104 on a trip from a starting or
departure
location to a destination or arrival location. The vehicle system includes one
or more
vehicles. For example, the vehicle system may include one or more propulsion-
generating
vehicles 108. Optionally, the vehicle system may include one or more non-
propulsion-
generating vehicles 110. In embodiments where the vehicle system includes two
or more
vehicles, the vehicles may be mechanically interconnected with each one.
Alternatively,
the vehicles of such a multi-vehicle vehicle system may not be mechanically
coupled with
each other. For example, the vehicles may be separate but logically coupled
with each
other by communicating with each other to move along one or more routes as a
group (e.g.,
a convoy).
[0017] In one embodiment, the vehicle system may be a rail vehicle system, and
the route may be a track formed by one or more rails. The propulsion vehicle
may be a
locomotive, and the car may be a rail car that carries passengers and/or
cargo.
Alternatively, the propulsion vehicle may be another type of rail vehicle
other than a
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locomotive. In an alternative embodiment, the vehicle system may be one or
more
automobiles, marine vessels, aircraft, mining vehicles, agricultural vehicles,
or other off-
highway vehicles (OHV) system (e.g., a vehicle system that is not legally
permitted and/or
designed for travel on public roadways), or the like. While some examples
provided herein
describe the route as being a track, not all embodiments are limited to a rail
vehicle
traveling on a railroad track. One or more embodiments may be used in
connection with
non-rail vehicles and routes other than tracks, such as roads, paths,
waterways, or the like.
[0018] The propulsion-generating vehicle includes a propulsion subsystem that
generates tractive effort to propel the vehicle system. This propulsion
subsystem can
include components such as traction motors that propel the vehicle system. The
propulsion-generating vehicle also can include a braking system that generates
braking
effort for the vehicle system to slow down or stop the vehicle system from
moving.
Optionally, the non-propulsion-generating vehicle includes a braking system
but not a
propulsion subsystem. The propulsion-generating vehicle is referred to herein
as a
propulsion vehicle, and the non-propulsion-generating vehicle is referred to
herein as a car.
Although one propulsion vehicle and one car are shown in Figure 1, the vehicle
system
may include multiple propulsion vehicles and/or multiple cars. In an
alternative
embodiment, the vehicle system only includes the propulsion vehicle such that
the
propulsion vehicle is not coupled to the car or another kind of vehicle.
[0019] The control system controls the movements of the vehicle system. In one
example, the control system is disposed entirely on the propulsion vehicle. In
other
embodiments, however, one or more components of the control system may be
distributed
among several vehicles, such as the vehicles that make up the vehicle system.
For example,
some components may be distributed among two or more propulsion vehicles that
are
coupled together in a group or consist. In an alternative embodiment, at least
some of the
components of the control system may be located remotely from the vehicle
system, such
as at a dispatch location. The remote components of the control system may
communicate
with the vehicle system (and with components of the control system disposed
thereon).
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[0020] The control system may include a communication system 126 that
communicates with vehicles in the vehicle system and/or with remote locations,
such as a
remote (dispatch) location 128, other vehicle systems, etc. The communication
system
may include a receiver and a transmitter, or a transceiver that performs both
receiving and
transmitting functions. The communication system may also include an antenna
and
associated circuitry.
[0021] The control system has a controller 130 or control unit that is a
hardware
and/or software system which operates to perform one or more functions for the
vehicle
system. The controller receives information from components of the control
system,
analyzes the received information, and generates operational settings for the
vehicle system
to control the movements of the vehicle system. The operational settings may
be contained
in a trip plan. The controller may have access to, or receives information
from, a locator
device, a vehicle characterization element, trip characterization element, and
at least some
of the other sensors on the vehicle system.
[0022] The controller of the control system further includes a trip
characterization
element 132. The trip characterization element is configured to provide
information about
the trip of the vehicle system along the route. The trip information may
include route
characteristics, designated locations, designated stopping locations, schedule
times, meet-
up events, directions along the route, and the like.
[0023] For example, the designated route characteristics may include grade,
elevation slow warnings, weather conditions (e.g., rain and snow), and
curvature
information. The designated locations may include the locations of wayside
devices,
passing loops, passenger, crew, and/or cargo changing stations, and the
starting and
destination locations for the trip. At least some of the designated locations
may be
designated stopping locations where the vehicle system is scheduled to come to
a complete
stop for a period of time. For example, a passenger changing station may be a
designated
stopping location, while a wayside device may be a designated location that is
not a
stopping location. The wayside device may be used to check on the on-time
status of the
vehicle system by comparing the actual time at which the vehicle system passes
the
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designated wayside device along the route to a projected time for the vehicle
system to pass
the wayside device according to the trip plan.
[0024] The trip information concerning schedule times may include departure
times and arrival times for the overall trip, times for reaching designated
locations, and/or
arrival times, break times (e.g., the time that the vehicle system is
stopped), and departure
times at various designated stopping locations during the trip. The meet-up
events include
locations of passing loops and timing information for passing, or getting
passed by, another
vehicle system on the same route. The directions along the route are
directions used to
traverse the route to reach the destination or arrival location. The
directions may be
updated to provide a path around a congested area or a construction or
maintenance area
of the route.
[0025] The trip characterization element may be a database stored in an
electronic
storage device, or memory. The information in the trip characterization
element may be
input via the user interface device by an operator, may be automatically
uploaded, or may
be received remotely via the communication system. The source for at least
some of the
information in the trip characterization element may be a trip manifest, a
log, or the like.
[0026] In an embodiment, the controller of the control system also includes a
vehicle characterization element 134. The vehicle characterization element may
provide
information about the make-up of the vehicle system, such as the type of cars
(for example,
the manufacturer, the product number, the materials, etc.), the number of
cars, the weight
of cars, whether the cars are consistent (meaning relatively identical in
weight and
distribution throughout the length of the vehicle system) or inconsistent, the
type and
weight of cargo, the total weight of the vehicle system, the number of
propulsion vehicles,
the position and arrangement of propulsion vehicles relative to the cars, the
type of
propulsion vehicles (including the manufacturer, the product number, power
output
capabilities, available throttle settings, etc.), and the like.
[0027] The vehicle characterization element may be a database stored in an
electronic storage device, or memory. The information in the vehicle
characterization
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element may be input using an input/output (1/0) device (referred to as a user
interface
device) by an operator, may be automatically uploaded, or may be received
remotely via
the communication system. The source for at least some of the information in
the vehicle
characterization element may be a vehicle manifest, a log, or the like.
[0028] Figure 2 provides a schematic illustration of a controller that is
configured
to control operation of a propulsion vehicle. The controller may be a device
that includes
one or more processors 138 therein (e.g., within a housing). Each processor
may include
a microprocessor or equivalent control circuitry. At least one algorithm
operates within
the one or more processors. For example, the one or more processors may
operate
according to one or more algorithms to generate a trip plan.
[0029] The trip plan designates one or more operational settings for the
vehicle
system to implement or execute during the trip as a function of distance,
time, and/or
location along the route. The operational settings may include tractive and
braking efforts
for the vehicle system. For example, the operational settings may dictate
different speeds,
throttle settings, brake settings, accelerations, or the like, of the vehicle
system 102 for
different locations, times, and/or distances along the route traversed by the
vehicle system
102.
[0030] The trip plan can be configured to drive the vehicle system to achieve
or
increase specific goals or objectives during the trip of the vehicle system,
while meeting or
abiding by designated constraints, restrictions, and limitations. Some
possible objectives
include increasing energy (e.g., stored electric current) efficiency, reducing
stops for
recharging, reducing trip duration, reducing wheel and vehicle wear, reducing
audible
noise generated by the vehicle system, reducing emissions generated by the
vehicle system,
or the like.
[0031] The constraints or limitations may include speed limits, schedules
(such
as arrival times at various designated locations), environmental regulations,
standards,
limits on audible noise, etc. The operational settings of the trip plan may be
configured to
increase the level of attainment of the specified objectives relative to the
vehicle system
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traveling along the route for the trip according to operational settings that
differ from the
one or more operational settings of the trip plan (e.g., such as if the human
operator of the
vehicle system determines the tractive and brake settings for the trip). One
example of an
objective of the trip plan is to reduce recharging stops along a route during
the trip. By
implementing the operational settings designated by the trip plan, the number
of recharging
stops may be reduced relative to the amount of stops the same vehicle system
along the
same segment of the route in the same time period would make, but not for the
trip plan.
[0032] The trip plan may be established using an algorithm based on models for
vehicle behavior for the vehicle system along the route. The algorithm may
include a series
of non-linear differential equations derived from applicable physics equations
with
simplifying assumptions. The algorithm may include calculations and algorithms
described herein with relation to electric vehicles and using an energy
storage device.
[0033] In an embodiment, the control system is configured to generate multiple
trip plans for the vehicle system to follow along the route during the trip.
The multiple trip
plans may have different objectives from one another. The difference in
objectives may
be based on operating conditions of the vehicle system. The operating
conditions may
include battery life, vehicle speed, operating temperature, throttle setting,
notch position, a
location of the vehicle system along the route, or the like. Different
objectives may include
reducing battery degradation, increasing trip speed, reducing stops for
charging, reducing
use of catenary power, reducing costs from catenary power use, etc.
[0034] For example, the vehicle system may move according to a first trip plan
responsive to the vehicle system reducing catenary supplied power, and the
vehicle system
may move according to a different, second trip plan responsive to the vehicle
system
reducing the number of stops to charge the vehicle battery. Both the first and
second trip
plans may be generated by the control system prior to the vehicle system
embarking on the
trip. Alternatively, only the first trip plan may be generated prior to the
trip, and the second
trip plan may be generated during the trip of the vehicle system in response
to the operating
condition of the vehicle system crossing the designated threshold. For
example, the second
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trip plan may be a modified trip plan or a trip re-plan that modifies or
updates the
previously-generated first trip plan to account for the changing objectives.
[0035] In an alternative embodiment, instead of generating multiple different
trip
plans, the control system may be configured to generate a single trip plan
that accounts for
changing objectives of the vehicle system along the route. For example, the
trip plan may
constructively divide the trip into multiple segments based on time, location,
or a projected
speed of the vehicle system along the route. In some of the segments, the
operational
settings of the trip plan are designated to drive the vehicle system toward
achievement of
at least a first objective. In at least one other segment, the operational
settings of the trip
plan are designated to drive the vehicle system toward achievement of at least
a different,
second objective.
[0036] As an example, during a first section of a trip, the vehicle may drive
through one or more states that have a relatively high cost for catenary
power. Therefore,
the first objective during this first section of the trip may be us reduce the
use of catenary
power along this section. During a second section of the trip, the vehicle may
drive through
a state that has relatively low cost for catenary power. During this second
section the
objective may be increase trip speed. So, during the same trip, a first trip
plan and a second
trip plan may be utilized based on the geographic location of the vehicle
during the trip.
[0037] The control system may be configured to control the vehicle system
along
the trip based on the trip plan, such that the vehicle system travels
according to the trip
plan. In a closed loop mode or configuration, the control system may
autonomously control
or implement propulsion and braking subsystems of the vehicle system
consistent with the
trip plan, without requiring the input of a human operator. In an open loop
coaching mode,
the operator may be involved in the control of the vehicle system according to
the trip plan.
For example, the control system may present or display the operational
settings of the trip
plan to the operator as directions on how to control the vehicle system to
follow the trip
plan. The operator may then control the vehicle system in response to the
directions.
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[0038] With reference to Figure 2, the controller optionally may also include
a
controller memory 140, which is an electronic, computer-readable storage
device or
medium. The controller memory may be within the housing of the controller, or
alternatively may be on a separate device that may be communicatively coupled
to the
controller and the one or more processors therein. By "communicatively
coupled," it is
meant that two devices, systems, subsystems, assemblies, modules, components,
and the
like, are joined by one or more wired or wireless communication links, such as
by one or
more conductive (e.g., copper) wires, cables, or buses; wireless networks;
fiber optic
cables, and the like. The controller memory can include a tangible, non-
transitory
computer-readable storage medium that stores data on a temporary or permanent
basis for
use by the one or more processors. The memory may include one or more volatile
and/or
non-volatile memory devices, such as random access memory (RAM), static random
access
memory (SRAM), dynamic RAM (DRAM), another type of RAM, read only memory
(ROM), flash memory, magnetic storage devices (e.g., hard discs, floppy discs,
or magnetic
tapes), optical discs, and the like.
[0039] The controller may also include a battery regulator unit 141 that may
include battery models for calculating battery C-rate, battery life, battery
degradation,
battery state, battery power rate limits, battery state of charge, battery
depth discharge,
battery thermal properties, power boost that may be used to provide additional
battery
supplementation, battery charging, or the like. Battery C-rate may be the
measure of the
rate at which a battery may be being charged or discharged. The measurement
may be
taken by determining the current through the battery divided by the
theoretical current draw
under which the battery would deliver a nominal rated capacity in one hour as
presented in
units of 1/hours. Battery degradation is the amount of energy storage capacity
lost by a
battery and may be measured in units of megawatt hours (MWH). Battery power
rate limits
may also be referred to as battery coulomb rating is the rate at which the
battery may
discharge in units of coulombs. Battery state of charge is considered the
percentage of
charge a battery has remaining compared to the battery capacity provided in a
range
between 0-100%. Battery depth of discharge is the amount charge a battery has
discharged.
This may be provided in units of Amps, or a percentage. The battery depth of
discharge is
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a complement to the state of charge because when the battery depth discharge
is at 100%,
the battery state of charge is at 0%, and when the battery depth discharge is
at 0%, the
battery state of charge is at 100%.
[0040] Additionally, information and data determined or derived by the one or
more processors, trip characterization element, other sensors, global
positioning system
sensors, vehicle characterization element, battery regulator unit, etc. may be
stored in the
controller memory for later processing. By using, collecting, and processing
this
information and data, the controller may determine operational settings for
one or more
vehicles for a trip plan.
[0041] The operational settings may be one or more of speeds, throttle
settings,
brake settings, charge rate settings, discharge rate settings, or
accelerations for the vehicle
system to implement during the trip. Battery charge rate is the measure of the
rate at which
a battery is being charged or discharged. The measurement is taken by
determining the
current through the battery divided by the theoretical current draw under
which the battery
would deliver a nominal rated capacity in one hour as presented in units of
1/hours. Battery
discharge is the amount charge a battery has discharged. The discharge setting
may include
the amps used by the energy storage device.
[0042] Optionally, the controller may be configured to communicate at least
some of the operational settings designated by the controller in a control
signal. The control
signal may be directed to the propulsion subsystem, the braking subsystem, or
a user
interface device of the vehicle system. For example, the control signal may be
directed to
the propulsion subsystem and may include throttle settings of a traction motor
for the
propulsion subsystem to implement autonomously upon receipt of the control
signal.
[0043] In another example, the control signal may be directed to a user
interface
device that displays and/or otherwise presents information to a human operator
of the
vehicle system. The control signal to the user interface device may include
throttle settings
for a throttle that controls the propulsion subsystem. The control signal may
also include
data for displaying the throttle settings visually on a display of the user
interface device
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and/or for alerting the operator audibly using a speaker of the user interface
device. The
throttle settings optionally may be presented as a suggestion to the operator,
for the operator
to decide whether or not to implement the suggested throttle settings.
[0044] Figure 3 illustrates a schematic diagram of the propulsion subsystem
142
of the propulsion vehicle of Figure 1. In one example embodiment, the
propulsion
subsystem may be on-board a locomotive, while in other example embodiments
other
vehicles are provided, including automobiles, off-highway vehicles, or the
like. In
particular, the propulsion subsystem may include an energy storage device 150,
coupled to
a transmission 148 that may be coupled to traction motors 151 allowing the
energy storage
device to drive the axles of the propulsion vehicle 108. In one example, the
energy storage
device may be a battery. In particular, the energy storage device may be able
to provide
energy, and may also be able store energy. In one example, the energy storage
device may
be a battery that provides the electrical energy through a chemical process
that may be
discharged, charged, and stored. In other examples, the energy storage device
may store
chemical energy, mechanical energy, or the like through other processes.
[0045] The propulsion subsystem may include a braking system 152 that includes
first electric bus 154 for charging the energy storage device, and a second
electric bus 156
for transferring electrical power to an off-board source 158. Specifically,
during dynamic
braking, electrical power may be generated as a result of the traction motor
generating
torque to slow a vehicle. The generated electrical power may be transferred
from a traction
motor through the first electrical bus to the energy storage device in order
to recharge the
energy storage device. Alternatively, the generated electrical power of the
traction motor
during braking may also be transferred from the traction motor through the
second electric
bus to the off-board source. In this manner, the energy storage device may
increase the
battery discharge rate while traversing up a hill, and then the energy storage
device may be
recharged through the braking system when the vehicle is going down a
downgrade by use
of the braking system.
[0046] Alternatively, the controller may determine that instead of recharging
the
energy storage device to transfer the electrical power to an off-board source.
Off-board
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sources may include wayside devices, rails, catenary devices, etc. In one
example, the
controller may determine that the vehicle can reach a charging station without
recharging
the battery using the electrical energy generating by the traction motors
through braking.
Based on this determination, the controller may determine to provide the
electrical energy
to the off-board source to have for another vehicle that is unable to make it
to the same
charging station based on its current storage device capacity.
[0047] Figure 4 illustrates a schematic diagram of an alternative embodiment
of
a vehicle system 400 that has a first vehicle 402 that is a propulsion
vehicle. The first
vehicle includes a first propulsion subsystem 406 as described above. The
first propulsion
subsystem includes a first energy storage device 418, coupled to a first
transmission 414
allowing the first energy storage device to drive the first axles 416 of the
first vehicle. In
one example, the first energy storage device may be a battery. In particular,
an energy
storage device is able to provide energy, and may be also able store energy.
While a battery
provides the electrical energy through a chemical process that may be
discharged, charged,
and stored, in other examples the energy storage device may store chemical
energy,
mechanical energy, or the like through other processes.
[0048] The vehicle system also includes a second vehicle 402 having a second
propulsion subsystem 422 that includes a second energy storage device 434,
coupled to a
second transmission 430 allowing the second energy storage device to drive the
second
axles 432 of the second vehicle. In one example, the second energy storage
device 434
may be a battery.
[0049] A first controller 420 may concurrently operate the first propulsion
subsystem and second propulsion subsystem to concurrently drive the first and
second
vehicles. The first controller in one example may operate the first propulsion
subsystem
and second propulsion subsystem independent of one another, for example, only
taking
into consideration information and data related to the first propulsion
subsystem to drive
the first axles without consideration of information from the second
propulsion subsystem.
In another example, the first controller operates the first propulsion
subsystem and second
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propulsion subsystem together such that information or data related to the
first propulsion
subsystem may result in dynamic modifications of the second propulsion
subsystem.
[0050] In one example, the first energy storage device may only have enough
charge left to efficiently propel the first vehicle for one hour, and the
vehicle may have two
hours until a next recharging stop. Meanwhile, the second energy storage
device may have
enough charge left to propel the second vehicle for three hours, and only one
hour
remaining until a scheduled recharging stop. Based on this information, the
first controller
may determine to transfer electrical power to an off-board source 436 from the
second
vehicle. The first vehicle may then charge the first storage device with the
transferred
electrical power at the off-board source provided by the second vehicle. As a
result, the
trip plan of the first vehicle may consider trip plans of other vehicles,
including the second
vehicle.
[0051] In one example, the second vehicle may include a second controller 440
in communication with the first controller. Prior to the generation of a
second vehicle trip
plan, the first vehicle controller communicates with the second vehicle
controller to adjust
the second vehicle trip plan to accommodate the trip plan of the first
vehicle. As a result
of the first controller and second controller coordinating trip plans,
electrical power may
be shared between the first vehicle and second vehicle. The sharing of the
electrical power
may reduce the number of stops for recharging, and reduce electrical costs
during a trip.
[0052] In another example, the second vehicle may be traveling on the same
route
as the first vehicle, only several hours behind the first vehicle. The energy
storage device
of the second vehicle may be determine to enough charge left on a trip to
propel the second
vehicle for four hours, and the next charging stop may be in six hours.
Meanwhile the first
energy storage device may have enough charge to provide up to an additional
hour of
charge for the second energy storage device. Consequently, the second vehicle
will have
to receive the one hour of charge from the first vehicle, and an hour of
charge from an off-
board source. The first controller may determine to provide the extra hour of
charge to a
first wayside device along the route where the cost of electricity is greater
than the cost of
electricity at a second wayside device along the route. In this manner, the
second vehicle
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Date Recue/Date Received 2020-12-11
uses the energy from the first vehicle in a more expensive section of the
trip, and then
receives supplement charging during a section of the trip where the
electricity may be
cheaper to receive. In this manner, costs for the trip may be reduced.
[0053] Figure 5 is a flow chart of one embodiment of a method 500 for
controlling
a vehicle system that travels along one or more routes.
[0054] At 502, one or more objectives of a trip plan may be determined. In an
example, the objective is defined by the following:
min r, F v
; )
k k
Fk k
0:N
Where k is an index of distance mesh points; N is the number of distance mesh
points; Fk
= F(uc) and is the total effort or force in pounds force (lbf) on the wheel of
the vehicle
and the motoring/dynamic brake and airbrake force, where x is a distance that
is
independently variable; Vk is the vehicle speed in miles per hour (mph); Fk =
IlkPk +
Ploss,k, and is a normalized fuel burn equivalent, where Ilk, Ilk < 1 for
normalized
regeneration efficiency, which is a function of distance, where 1 represents
traction and -
1 represents perfect regenerative braking; Pk = Fk/Gtk the tractive/braking
horse power
(HP) at the wheels, and ilk = 1/Vk; and Ploss,k are losses due to the motor,
auxilary
sources, and transformer in HP.
[0055] Mesh points are points used to form a network, or in the present
instance
points along a route of a trip. Thus, the determination represents the fuel
burned at
numerous distances along a route of a trip that may be added in determining
the total fuel
burned during an entire trip. By varying different variables at individual
mesh points, fuel
burn may be varied, where the determination may be made to determine the least
amount
of fuel burn for a trip. The variables being considered may include the
distance of the trip,
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Date Recue/Date Received 2020-12-11
vehicle speed, total effort, horsepower at the wheels, losses due to the
motor, auxiliary
source, and transformer, etc.
[0056] The example objective function represents the energy consumption from
the mains and is denoted by Fk=7*Pk+Ploss,k. Here, the losses are a function
of force
and speed and hence the total energy depends both on speed and power. The
actual power
consumed or regenerated may depend on off-board parameters including a
catenary
voltage, the regeneration efficiency (ilk) eliminates the need for including
grid models and
renders a simpler objective equation for this example. Alternatively, the
objective function
may be represented as a fuel burn equivalent.
[0057] At 504, energy storage operational parameters may be determined.
Energy storage operational parameters may include data, information,
measurement,
calculation, model, formula, or the like, that may be used to determine a
characteristic of
an energy storage device such as a battery. These characteristics may include
battery life,
battery power, battery capacity, battery C-rate, battery degradation, battery
use, battery
size, vehicle size, trip route, grade of route, battery performance data,
battery power rate
limits, battery temperature, battery voltage, battery state of charge, battery
depth of
discharge, battery ohmic resistance, battery nameplate capacity, anticipated
braking during
the trip, or the like. Energy storage operational parameters may also include
cooling
system parameters that may affect the use, efficiency, life, etc. of the
energy storage device.
For example, a cooling parameter, such as cooling device, or fan usage may be
an
operational parameter determined. In other examples, an auxiliary system
parameter may
be an operational parameter determined. Such auxiliary system parameter may
include
engine use or efficiency for a hybrid vehicle, wheel pressurization, etc. that
may be
determined and utilized to determine the operation of the energy storage
device during a
trip.
[0058] In one example, the energy storage operational parameters include
constraints that include the following equations and determinations:
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Date Recue/Date Received 2020-12-11
T
k+1 t k <travel
kE0:1V
< v
:Pk ¨ max,k
g Fki k)(5 k - ( V ¨ 0
Fk+i Fk Ru
RL Fk+1 Fk
F < F
k ¨ 1max, k
F,k
Pk Plmax,k
P - P
trun.k < ¨ k
Where tk = 6)(k/xk is a time at a given mesh point; 05)(1c = Xk+1 ¨ Xk;
Vmin,k, Vmax,k are
lower and upper speed limits in mph between the mesh points; Fmin,k, Fmax,k
are lower
and upper engine force limits in lbf; Pmin,k, Pmax,k are lower and upper
engine power
limits in HP; and Ru, Ru are lower and upper rate limits constraints on engine
force.
[0059] As indicated, the energy storage operational parameters may include
travel and the speed limit constraints. The energy storage operational
parameters may also
include additional constraints that may include vehicle dynamics and engine
force rate
limits. Specifically, the engine force limits represent a vehicle
characteristic and the engine
HP limits represent grid constraints that drive power electronics of the
vehicle. In this
manner, the force and the power are limited by the constraints to sufficiently
define the
vehicle operation for the highest notch, and lesser values are strictly
decided by the fuel
efficiency associated with a given operating point. Hence, the lower and upper
limits for
force constraints, power constraints, and constants, may be namely,
Fmax,k=Fmax,Fmin,k=Fmin, Pmax,k=Pmax, Pmin,k=Pmin, where upper limits may
pertain to Notch 8, and lower limits may pertain to Notch -8. The operational
parameters
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Date Recue/Date Received 2020-12-11
of the energy storage device may also be based on at least one of life of the
energy storage
device, a cooling system parameter, or auxiliary system parameter. In
particular, auxiliary
system parameter may include additional systems. For example, for a hybrid
vehicle, an
auxiliary system parameter may be engine efficient, tractive force, or the
like.
[0060] For the electric vehicle, there is a presence of multiple speed
dependencies
in the force-speed curves, where the force-speed curve is a representation of
the inverse
relationship between force and speed. Specifically, an electric vehicle may
have constant
force, linear, and oclv,oclv2 dependencies. For example, air resistance may be
defined by
a Davis equation that may include a constant, a linear component associated
with velocity,
and a quadradic component associated with velocity. The constant, linear
component, and
quadradic component may all be determined drag coefficients that are
determined through
modeling, testing, or the like. Hence the lower and upper limits are functions
of speed,
namely Fmax,k=Fmax(vk), Fmin,k=Fmin(vk). The power constraints capture the
limits, and may depend on the catenary voltage and represented as namely
Pmax,k=Pmax(Vcat,k), Pmin,k=Pmin(Vcat,k), where V cat is the catenary voltage.
[0061] At 506, a trip plan for the vehicle is determined based on the one or
more
objectives, and operational parameters. In one example MATLAB may be used to
solve
an objective function to generate the trip plan. Specifically, inputs are
provided based on
operational parameters determined, data files manually inputted by an
operator, etc. In one
example, the one or more processors use the inputs received to determine a min-
time
solution for the trip. A min-time solution is the shortest travel time for a
given trip which
is attained by riding at the maximum allowed speed limits along a route.
[0062] As can be seen, the force for an electric engine is bounded by a speed
dependent value and treated as a constraint. In addition, the formulation has
additional
computational requirements because there are additional 1D interpolations that
are
performed per iteration to compute the constraint and derivatives along with
2D
interpolation to compute the objective function value and the derivatives. The
current
implementation is also designed to deal with neutral zones by setting the
upper and lower
-19-
Date Recue/Date Received 2020-12-11
power limits to zero in the pre-preprocessing steps, which would define the
power
constraint at the specified mesh points as Pk=0.
[0063] In rail-based embodiments, the controller may leverage rail-specific
features, such as the availability of track and trip information, and solves a
multi-objective
optimization problem that increases battery life of a vehicle. The controller
also decreases
use of catenary KWH by the vehicle and other vehicles. A cost function may be
provided
that calculates an instantaneous power, including total losses as well as
tractive horsepower
(HP) as a function of speed and tractive effort. Alternatively, power is
derated as a function
of notch position and temperature. In addition, a time varying power limit
constraint model
may be used to represent grid conditions to determine opportunities for
supplementing
catenary based power with power generated by rail vehicles during trips. By
using these
determinations with relation to multiple vehicles using the same power grid,
peak load may
be reduced by determining where along a route to obtain and supply power to
achieve faster
travel times and reduce power consumption. To this end, enhanced utilization
of way side
energy storage devices and a common power grid may be achieved. This includes
determining when to use grid power, such as in a state or location where grid
power is
relatively inexpensive, versus when to use battery power, such as in State or
location where
grid power is relatively expensive.
[0064] In another example, a modeling may be used to predict the KWH that will
be consumed from a catenary during a trip. By forming this type of model, the
amount of
KWH consumed from the catenary during the trip may be reduced minimized. The
amount
of KWH that will be consumed may be defined as the sum of the rail power to
achieve a
certain speed and the associated losses. The associated losses include
traction losses,
transformer loses, and auxiliary losses over the trip.
[0065] Three different models may be used to make these determinations,
including a vehicle dynamics model, a vehicle characteristics model, and a
grid model.
While these three models are described in greater detail herein, other models
may similarly
be used to determine energy storage operational parameters.
-20-
Date Recue/Date Received 2020-12-11
[0066] The train dynamics and the locomotive characteristics models may be
used to determine the tractive power requirements, while the grid models are
used for
computing the transformer and auxiliary losses that depend on the catenary
voltage. The
grid models predict the variation of catenary voltage along the track based on
a given track
impedance and substation voltage, and is complex. Given that there are several
unknowns
in terms of grid parameters, an initial version considers a constant catenary
voltage for the
grid model at the planner level.
[0067] In one example, a look-ahead algorithm is represented schematically as
Figure 6 and is designed to utilize the battery for increased or maximal fuel
savings with
reduced or minimal battery degradation that justifies the fuel savings. The
algorithm
considers user inputs along with terrain and system configuration inputs,
including the
engine operational parameters and the battery, or energy storage device
operational
parameters as previously determined as described above.
[0068] For a given set of inputs, the algorithm enhances over tractive effort
(Fk),
speed (vk) and battery power (Pbk) for the entire trip duration that would
reduce or
minimize a fuel-life multi-objective function subject to a set of constraints.
The objective
function is given as
E.
EM 1(Y
k,r1t.fr kV k Pnet(Pbk))) ildQopt
k=0
Where ritFkvk is tractive power, where Tit is the traction efficiency and
Pnet(Pbk) is
the net battery power available after accounting for the battery system
losses. The penalty
parameter is considered to alter the battery utilization to generate tradeoff
curves and is
typically the ratio of battery to fuel cost. When the battery costs are
expensive, the
parameter may be set to a higher value which would limit the battery usage to
preserve life
and vice-versa. Thus, the algorithm may be defined as below:
-21 -
Date Recue/Date Received 2020-12-11
min jEm
Fk,ak,pbk
h(Fk, Fk+i, t-I.k, a-klhi, 6)0o a, b, c) = 0,
, 6 xk-1 ( n
SOEk = SOEk, 1 -r k,f-b,k -OP
Emax'vk-1
T ,
k = Tb,k-1 1- 8 tk-1 (V ri gen 1 Tarnb ¨ Tb' ,k-1bH f-, 1-
1
1,batt Rbatt ,
N
I(tk+i ¨ tk) tif
k=0
Iambi ,k a k am ax ,k
Frnin '. Fk Frnax
(ak + 1Xk+1) Fk+1 ¨ Fk (ak 1Xk+1)
RL < _________________ Ru
2 (Sxk 2
Pinin '. Fkiak ¨ Priet(Pbk) .' Pmax
Pkin in (S0Ek) Pbk Pb,max (S0Ek)
Tbman '. Tbk Tb.max
SO Em in .' SOEk SO Ein ax
n (ak + ak-F1) Pbk+1 ¨ Pbk (ak + ak+i)
n-LB < RUB
2 (Sxk 2
Where the DOD is computed as the change in SOE between successive time
instants
(DODk=S0Ek-3 SOEk-1). The inverse of speed (ak) is used as this helps in
formulating many constraints to be linear which simplifies the problem. These
sets of
equations utilized by the algorithm represent, among other things, the
dynamics of the
vehicle system along with the battery state of charge and temperature
respectively. The
travel time along with the speed limits, while the tractive effort and the
rate limits are also
-22-
Date Recue/Date Received 2020-12-11
described. The engine power is computed as the difference tractive power
requirement and
the net battery power, is limited as given where Pmin and Pmax are the engine
limits.
The total tractive power can reach beyond a current upper limit on the
throttle or notch
value. The constraints are also described in specific to battery utilization.
These include
the battery power temperature, SOE limits and rate of change of battery power.
It must be
noted that lower and upper limits on battery power can be a function of the
SOE. For
example, the discharge capabilities can reduce significantly at lower SOE that
limits the
available power and reverse holds true for charge conditions.
[0069] The tradeoff is the engine-battery operation where the fuel savings
justify
the battery degradation costs. In contrast, a trip optimizing algorithm for
hybrid vehicles
(e.g., diesel electric locomotives) reduces or minimizes just the total fuel
y(ntFicuk). It
must be noted that when A>>1, the solution of the above problem will approach
a fuel
optimal solution. The above algorithm is classified as a non-linear
programming problem
and is solved utilizing the interior-point solved IpOpt. The scope of the
formulation
described may be restricted to vehicle systems which have independent power
command
to engine and battery. In addition, the consist makeup may be restricted to
conventional
vehicle systems. The inclusion of these options may be driven by vehicle
system
infrastructure such as high voltage lines, consist communication, etc.
[0070] In yet another example, the trip plan may also include additional
supplementation to the energy storage device along a route during the trip in
order to
provide additional power when traversing particular terrains. For example, the
energy
storage device may electrically couple to a local catenary that provides
supplemental
electricity to the energy storage device. Alternatively, the energy storage
device may
mechanically couple to a wayside device such as a charging station during the
trip. In each
instance, the propulsion system receives supplemental power from a remote
device that
couples to the propulsion system.
[0071] While the method 500 provided utilizes the energy storage device
operational parameters, including models, to determine operating conditions
along a route,
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Date Recue/Date Received 2020-12-11
the operational parameters may also be used to determine the make up of a
vehicle. As an
example, when the vehicle is a vehicle system that includes numerous
propulsion vehicles
and non-propulsion vehicles, the provided models and determinations may be
made to
determine how many electrically driven vehicles should be provided in a
vehicle system.
In one example, the propulsion vehicles in the vehicle system are all
electrically driven
vehicles, while in other example, a combination of electrically driven
vehicles and hybrid
vehicles are utilized. Additionally determined is the amount of non-propulsion
vehicles to
be used in combination with the hybrid vehicles. Consequently, improved fuel
efficiencies
may be realized along a trip while reducing or minimizing battery degradation.
[0072] Figure 6 illustrates a schematic flow diagram of a look ahead algorithm
that may be used to implement the method of Figure 5. At 602, one or more
processors
preprocess a trip based on environmental parameters related to one or more
routes of a trip.
The environmental parameters may be obtained from on-board the vehicle system
or off-
board the vehicle system. The term "obtain" or "obtaining", as used in
connection with
data, signals, information and the like, includes at least one of i) accessing
memory of the
energy management system or of an external device or remote server where the
data,
signals, information, etc. are stored, ii) receiving the data, signals,
information, etc. over a
wireless communications link between the energy management device and a local
external
device, and/or iii) receiving the data, signals, information, etc. at a remote
server over a
network connection. The obtaining operation, when from the perspective of the
energy
management system, may include sensing new signals in real time, and/or
accessing
memory to read stored data, signals, information, etc. from memory within the
energy
management system. The obtaining operation, when from the perspective of a
local
external device, includes receiving the data, signals, information, etc. at a
transceiver of
the local external device where the data, signals, information, etc. are
transmitted from an
energy management device and/or a remote server. The obtaining operation may
be from
the perspective of a remote server, such as when receiving the data, signals,
information,
etc. at a network interface from a local external device and/or directly from
an energy
management device. The remote server may also obtain the data, signals,
information, etc.
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Date Recue/Date Received 2020-12-11
from local memory and/or from other memory, such as within a cloud storage
environment
and/or from the memory of a workstation or local dispatch device.
[0073] In one example, the environmental parameters may include map data,
track information, terrain information, geographic locations, regulatory speed
requirement
for sections of the route, availability of current from other vehicles along
the route, etc.
These environmental parameters in one example may be obtained from an on-board
database or memory at an on-board computing device, determined by an on-board
computing device based at least on sensor information, received from a
database or
memory of an off-board computing device in communication with an on-board
computing
device, determined at an off-board computing device in communication with an
on-board
computing device, or the like. Then, based on the obtained data and
information, the trip
may be preprocessed. In an example, MATLAB may be used to preprocess the trip.
[0074] At 604, optimization of the trip based on the environmental parameters
and preprocessing is determined. In one example, modeling and methodologies as
described in relation to the method of Figure 5 are used to make the
determination.
Specifically, the one or more processors may determine one or more expenditure
sections
and one or more charging sections of the one or more routes by predicting
where an energy
storage device of a first vehicle system will consume energy and where the
first vehicle
system will charge the energy storage device, respectively, during the trip
based on the
environmental parameters.
[0075] Expenditure sections are sections of a trip may be considered where
energy of an energy storage device, such as a battery, may be consumed to
power the
vehicle system. In this manner, the energy storage device is being expended.
In one
example, an expenditure section is a section that includes an uphill climb.
Alternatively,
expenditure sections may include sections of a route where the terrain is
flat, where excess
air resistance occurs, where speed limits are increased, etc. In sum, any
section of a trip
where the battery may be used for propelling the vehicle instead of being
charged by the
braking system may be considered an expenditure section.
-25-
Date Recue/Date Received 2020-12-11
[0076] Meanwhile, a charging section may be any section of a trip when the
energy storage device is charged. The energy storage device in one example may
be
charged by an on-board source, such as the braking system, and current
generated by
applying brakes. In one example, the charging section may be a section of the
trip where
the vehicle system goes down a hill or mountainside. Alternatively, the
charging section
may be where a speed limit is reduced, the vehicle system slows due to
traffic, the vehicle
system slows due to being in a populated area, wind behind the vehicle system
assists in
propelling the vehicle system, or the like. Specifically, in each charging
section the braking
system may be actuated, where actuation of the braking system generates and
charges the
energy storage device as describe herein.
[0077] The energy storage device in another example may be charged by an off-
board source, such as a catenary, wayside charging station, second vehicle
system, etc. In
particular, the vehicle system may electrically couple to the off-board source
to charge the
energy storage device in the charging section. In one example, the vehicle
system is a first
vehicle system that communicates with a second vehicle system to determine a
trip plan of
an upcoming trip of the second vehicle system. The first vehicle system may
then analyze
the trip plan of the second vehicle system to determine if the second vehicle
system may
share energy during the upcoming trip. In particular, within the trip plan of
the second
vehicle system, the second vehicle system may be scheduled to recharge at a
recharging
station when the second vehicle system still has three hours of charge left.
If the first
vehicle system in determining the trip plan for the first vehicle system
determines that the
first vehicle system will be an hour short of charge to reach a final
destination, the first
vehicle system may communicate with the second vehicle system to supply one
hour of
charge time to a wayside device during a section taken by both the first
vehicle system and
second vehicle system. In this manner, the communication of the first vehicle
system alters
the trip plan of the second vehicle system by having the second vehicle system
supply
energy to the wayside device. Still, by receiving the extra energy from the
second vehicle
system, the first vehicle system avoids an additional stop for charging with
energy that was
readily available within the second vehicle system. Consequently, the trip
speed of the
first vehicle system is improved.
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Date Recue/Date Received 2020-12-11
[0078] The one or more processors may then make determinations regarding one
or more operational settings of the first vehicle system based on each
expenditure section
and charging section. As an example, when a vehicle system is moving down a
hillside
and will then goes up a hillside after exiting the downhill section, the
vehicle system may
determine to brake the vehicle while going down the downhill section, making
the downhill
section a charging section. Then, when the vehicle begins going up the uphill
section, the
determination may be made to expend the energy received from charging the
energy
storage device to propel the vehicle system up the uphill section. In this
manner, the uphill
section is an expenditure section. By braking the vehicle system when
traveling down the
downhill section, the kinetic energy that is generated by gravity by having
the vehicle
system go down the hillside is essentially transferred to the energy storage
device through
the braking system for use when the vehicle system goes up the hillside.
Therefore, by
braking the vehicle system down the downhill instead of continuing to propel
the vehicle,
additional charge is provided into the energy storage device for going up the
uphill,
improving the life of the energy storage device.
[0079] At 606, post processing occurs to generate one or more trip plans. In
one
example, a first trip plan is obtained for the trip based on the one or more
expenditure
sections and the one or more charging sections. The trip plan designates the
one or more
operational settings for the first vehicle system for travel during the trip.
In one
embodiment the operational setting is a throttle setting that is determined
for each
expenditure section and charging section of the trip. The throttle setting may
include any
setting causing forward movement of the vehicle system and in one example may
include
notch position. In an example, the post processing may occur in MATLAB.
[0080] Thus provided are systems and methods of providing one or more trip
plans for an electrically driven vehicle. The trip plan may consider
environmental
parameters associated with the trip, including locations and availability of
current for
charging an energy storage device. To this end, the availability of current
that may be
generated by an on-board braking system, or shared by another vehicle at an
off-board
source is included as an environmental parameter for determining the trip
plan. By forming
-27-
Date Recue/Date Received 2020-12-11
the trip plan, off-board charging, and associated cost, may be reduced, along
with the
amount of stops a first vehicle needs for recharging an energy storage device.
[0081] In one or more embodiments, a method may be provided that can include
obtaining environmental parameters related to one or more routes of a trip for
a first vehicle
system, and determining one or more expenditure sections and one or more
charging
sections of the one or more routes by predicting where the first vehicle
system will consume
energy and where the first vehicle system will generate the energy,
respectively, during the
trip based on the environmental parameters. The method may also include
obtaining a first
trip plan for the trip based on the one or more expenditure sections and the
one or more
charging sections, the trip plan designating one or more operational settings
for the first
vehicle system for travel during the trip.
[0082] Optionally, determining one or more energy expenditure sections of the
one or more routes includes predicting usage of an energy storage device
during the trip.
[0083] Optionally, the method may also include determining a location of at
least
one off-board energy supply system along the one or more routes, and
determining an
amount of energy available from the at least one off-board energy supply
system. The
method may also include obtaining the first trip plan for the trip based on
the amount of
energy available from the at least one off-board energy supply system.
[0084] Optionally, determining the amount of energy availably from the at
least
one off-board energy supply system may include receiving a second trip plan of
a second
vehicle system and determining when the second vehicle system will supply
energy to the
off-board energy supply system.
[0085] Optionally, the method may also include determining operational
parameters of an energy storage device based on at least one of life of the
energy storage
device, a cooling system parameter, or auxiliary system parameter.
[0086] Optionally, the operational parameters of the energy storage device may
also be determined based on a throttle position of the first vehicle system.
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Date Recue/Date Received 2020-12-11
[0087] Optionally, the one or more operational settings may include at least
one
of speed, tractive horsepower, tractive effort, or instantaneous power.
[0088] In one or more embodiments a system may be provided that includes a
controller that may be configured to determine environmental parameters
related to one or
more routes of a trip for a first vehicle system, and determine one or more
expenditure
sections and one or more charging sections of the one or more routes by
predicting where
the first vehicle system will consume energy and where the first vehicle
system will
generate the energy, respectively, during the trip based on the environmental
parameters.
The controller may also be configured to obtain a first trip plan for the trip
based on the
one or more expenditure sections and the one or more charging sections, the
first trip plan
designating one or more operational settings for the first vehicle system for
travel during
the trip.
[0089] Optionally, to determine one or more energy expenditure sections of the
one or more routes may include predicting usage of an energy storage device
during the
trip.
[0090] Optionally, the energy storage device may be configured to supply
energy
to an energy grid when the first vehicle system travels along the one or more
charging
sections of the one or more routes, and receive energy from the energy grid
when the first
vehicle system travels along the one or more energy expenditure sections of
the one or
more routes.
[0091] Optionally, the energy grid is an off-board energy grid that receives
current from at least one of a catenary, a wayside storage device, or second
vehicle system.
[0092] Optionally, the energy grid may be a braking system energy grid on-
board
the first vehicle system.
[0093] Optionally, the controller may be configured to receive an input from a
second vehicle system related to one or more operational settings of the
second vehicle
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Date Recue/Date Received 2020-12-11
system, and obtain the first trip plan for the trip based on the input from
the second vehicle
system.
[0094] Optionally, the one or more operational settings of the second vehicle
system may include supplying energy to an off-board energy grid.
[0095] Optionally, the controller may be configured to designate the one or
more
operational settings for the second vehicle system at one or more of different
locations,
different times, or different distances along one or more routes of the second
vehicle system
to promote achievement of one or more objectives for the trip of the first
vehicle system.
[0096] In one or more embodiments, a method may be provided that can include
determining operational parameters of an energy storage device of a first
vehicle system,
and determining an off-board energy path to provide energy generated by a
braking system
of the first vehicle system for a trip along one or more routes based on the
operational
parameters of the energy storage device. The method may also include obtaining
a first
trip plan for the trip, the first trip plan designating one or more
operational settings for the
vehicle system at one or more of different locations, different times, or
different distances
along the one or more routes, the one or more operational settings designated
to drive the
first vehicle system toward achievement of one or more objectives of the first
trip plan.
[0097] Optionally, the off-board energy path may include at least one of an
off-
board energy grid, or a wayside energy storage device.
[0098] Optionally, the operational parameters of the energy storage device may
be determined based on at least one of life of the energy storage device, a
cooling system
parameter, or auxiliary system parameter.
[0099] Optionally, determining the off-board energy path to provide energy may
include receiving a second trip plan of a second vehicle system.
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[00100] Optionally, determining the off-board energy path to provide energy
may
include determining locations of off-board wayside devices along the one or
more routes
of the trip.
[00101] As used herein, the terms "processor" and "computer," and related
terms,
e.g., "processing device," "computing device," and "controller" may be not
limited to just
those integrated circuits referred to in the art as a computer, but refer to a
microcontroller,
a microcomputer, a programmable logic controller (PLC), field programmable
gate array,
and application specific integrated circuit, and other programmable circuits.
Suitable
memory may include, for example, a computer-readable medium. A computer-
readable
medium may be, for example, a random-access memory (RAM), a computer-readable
non-
volatile medium, such as a flash memory. The term "non-transitory computer-
readable
media" represents a tangible computer-based device implemented for short-term
and long-
term storage of information, such as, computer-readable instructions, data
structures,
program modules and sub-modules, or other data in any device. Therefore, the
methods
described herein may be encoded as executable instructions embodied in a
tangible, non-
transitory, computer-readable medium, including, without limitation, a storage
device
and/or a memory device. Such instructions, when executed by a processor, cause
the
processor to perform at least a portion of the methods described herein. As
such, the term
includes tangible, computer-readable media, including, without limitation, non-
transitory
computer storage devices, including without limitation, volatile and non-
volatile media,
and removable and non-removable media such as firmware, physical and virtual
storage,
CD-ROMS, DVDs, and other digital sources, such as a network or the Internet.
[00102] The singular forms "a", "an", and "the" include plural references
unless
the context clearly dictates otherwise. "Optional" or "optionally" means that
the
subsequently described event or circumstance may or may not occur, and that
the
description may include instances where the event occurs and instances where
it does not.
Approximating language, as used herein throughout the specification and
claims, may be
applied to modify any quantitative representation that could permissibly vary
without
resulting in a change in the basic function to which it may be related.
Accordingly, a value
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Date Recue/Date Received 2020-12-11
modified by a term or terms, such as "about," "substantially," and
"approximately," may
be not to be limited to the precise value specified. In at least some
instances, the
approximating language may correspond to the precision of an instrument for
measuring
the value. Here and throughout the specification and claims, range limitations
may be
combined and/or interchanged, such ranges may be identified and include all
the sub-
ranges contained therein unless context or language indicates otherwise.
[00103] This written description uses examples to disclose the embodiments,
including the best mode, and to enable a person of ordinary skill in the art
to practice the
embodiments, including making and using any devices or systems and performing
any
incorporated methods. The claims define the patentable scope of the
disclosure, and
include other examples that occur to those of ordinary skill in the art. Such
other examples
are intended to be within the scope of the claims if they have structural
elements that do
not differ from the literal language of the claims, or if they include
equivalent structural
elements with insubstantial differences from the literal language of the
claims.
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