CN115875149A - Fuel control system - Google Patents

Abstract

A fuel control system (100) obtains a measured quantity of fuel consumed by an engine (112) and one or more corresponding operating parameters of the engine (112), and determines a fuel consumption build-up value based at least in part on a fuel consumption model of the engine (112) and the one or more operating parameters. The fuel consumption models are associated with different amounts of fuel that, when supplied to the engine (112), produce corresponding specified outputs of the engine (112). The system (100) also determines one or more differences between the measured and modeled fuel quantities, and in response to one or more of the differences exceeding a threshold, the system (100) identifies one or more components of the powertrain system that cause or contribute to the one or more differences, and/or varies the quantity of fuel supplied to the engine (112) in accordance with the fuel consumption model to achieve a desired output of the engine (112).

Description

Fuel control system

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a partially-filed application of U.S. patent application No. 16/437,970, filed on 11.6.2019, the entire disclosure of which is incorporated herein by reference.

Technical Field

The subject matter described herein relates to controlling fuel supplied to a power system, and more particularly, to a fuel control system.

Background

A power system having an engine may vary the amount of fuel consumed over time. For example, conditions such as vehicle cooling system leaks, vehicle lubrication system leaks, manifold air temperature increases, etc. may occur. These conditions may increase the amount of fuel consumed by the engine. For example, these conditions may reduce the propulsive force or thrust generated by the engine of the vehicle, and the operator of the vehicle may operate the vehicle while consuming more fuel to maintain the propulsive force or thrust.

Monitoring fuel usage of the vehicle may indicate that there is a condition that increases the amount of fuel consumed by the vehicle. The amount of fuel consumed to complete a stroke may be compared to a previous amount of fuel consumed to complete the same stroke. An increase in fuel consumption may indicate that there is a condition that increases the amount of fuel consumed by the vehicle.

Although increased fuel consumption may be detected, the cause of increased fuel consumption may not be easily or readily detected. As a result, the vehicle continues to operate in the increased fuel consumption mode rather than identifying the cause of the increased fuel consumption.

Disclosure of Invention

In one embodiment, a method comprises: the method includes obtaining a measured quantity of fuel consumed by an engine of the powertrain system and one or more corresponding operating parameters of the engine, and determining a fuel consumption build-up value based at least in part on a fuel consumption model of the engine and the one or more operating parameters of the engine. The fuel consumption models may be associated with different amounts of fuel that, when supplied to the engine, produce corresponding specified outputs of the engine. The method may include determining one or more differences between the measured quantity of fuel and the fuel consumption modeling amount, and in response to one or more of the differences exceeding a threshold, the method may include identifying one or more components of the powertrain system that cause or contribute to the one or more differences, and/or changing the quantity of fuel supplied to the engine according to the fuel consumption modeling to obtain a desired output of the engine.

In one embodiment, a system includes one or more processors configured to obtain a measured amount of fuel consumed by an engine of a power system and one or more corresponding operating parameters of the engine. The one or more processors are further configured to determine a fuel consumption build-up value based at least in part on a fuel consumption model of the engine and one or more operating parameters of the engine. The fuel consumption model may be associated with different amounts of fuel that, when supplied to the engine, produce corresponding specified outputs of the engine. The one or more processors may determine one or more differences between the measured fuel quantity and the fuel consumption build-up quantity. The one or more processors may, in response to one or more of the differences exceeding a threshold, perform one or more of the following: identifying one or more components of the powertrain that cause or contribute to the one or more differences, and/or varying the amount of fuel supplied to the engine according to a fuel consumption model to achieve a desired output of the engine.

In one embodiment, a system includes one or more processors that can determine how much fuel an engine consumes to provide a selected engine output and operate at operating conditions. The one or more processors may determine a modeled fuel quantity that should be consumed by the engine to produce the selected engine output when operating under the operating conditions. The one or more processors may perform one or more of the following operations based on a difference between the amount of fuel consumed by the engine and the modeled amount of fuel: components of a power system including the engine for repair and/or varying an amount of fuel supplied to the engine are identified.

Drawings

Referring now briefly to the drawings, wherein:

FIG. 1 illustrates one embodiment of a vehicle fuel control system; and is provided with

FIG. 2 shows a flow chart of one embodiment of a method for controlling the supply of fuel to a vehicle.

Detailed Description

One or more embodiments of the subject matter described herein relate to systems and methods that monitor fuel usage of a power system and determine an expected fuel consumption of the power system based on a fuel consumption model and operating parameters of the power system. This model may be an off-board model that identifies how much fuel the powertrain should consume at different operating parameters. Alternatively, this model may be an onboard model that indicates how much fuel should be supplied to the powertrain to obtain a specified output of the powertrain to obtain the specified output of the powertrain.

In one example, the model may be referenced to calculate how much fuel should be supplied to the engine so that the engine produces horsepower associated with the manually or autonomously selected setting when the engine is operating under conditions represented by the operating parameters. The model may be an input to an Artificial Intelligence (AI) controller that uses machine learning to predict how much fuel the vehicle will supply or consume. The controller may modify or update the model as vehicle parameters change (e.g., operating conditions of the engine, operating speed or torque of the engine, engine temperature, presence or development of fuel leakage, etc.). For example, the controller may predict how much fuel will be consumed based on a model that assumes certain operating parameters of the vehicle. The controller may track or measure how much fuel is consumed, determine the difference between the predicted fuel consumption and the actual fuel consumption, and then update the model so that if the model was previously updated, the model will be more accurate (the difference between the predicted fuel consumption and the actual fuel consumption is smaller).

While one or more embodiments described herein relate to a vehicle as a powertrain, not all embodiments of the inventive subject matter are limited to a mobile vehicle. One or more embodiments may relate to controlling the supply of fuel to an engine in a stationary power system (e.g., a generator or other stationary power generation system). Optionally, one or more embodiments of the powertrain system relate to a multi-vehicle system formed of two or more propulsion producing (and fuel consuming) vehicles and optionally one or more non-propulsion producing vehicles. The vehicles in the vehicle system may be mechanically coupled to each other (e.g., via couplers, hitches, etc.) or may not be mechanically coupled to each other but may communicate with each other to coordinate the movement of the individual vehicles such that the vehicles move together in the vehicle system (e.g., as a fleet). The propulsion generating vehicle may include rail vehicles (e.g., locomotives), automobiles, trucks, mining vehicles, agricultural vehicles, watercraft, aircraft, construction vehicles or equipment, and other off-highway vehicles. Non-propulsion generating vehicles may include railcars, trailers, barges, and the like. Reference herein to a vehicle may refer to a single vehicle in a single vehicle system (e.g., a vehicle system formed of only a single vehicle), a single vehicle in a multiple vehicle system (e.g., a vehicle system formed of two or more vehicles), and/or multiple (or all) vehicles in a multiple vehicle system.

The system and method may determine a difference between the monitored fuel consumption and the modeled expected fuel consumption while the vehicle is moving. In one embodiment, one or more of these differences are used to identify the condition of the vehicle that caused the difference in fuel consumption. For example, the systems and methods may accurately determine the condition of one or more vehicle components that may cause the vehicle to consume more or less fuel than the vehicle should consume. Systems and methods may implement one or more actions in response to determining the difference. For example, the systems and methods may automatically activate an alert (e.g., a visual, audible, and/or tactile alert), automatically schedule repair, inspection, replacement, or other maintenance of the vehicle or one or more components of the vehicle, or perform another action. The system and method may limit future operation of the vehicle (e.g., by lowering an upper limit of a throttle setting of the engine).

The system and method optionally may alter the model to account for the differences. For example, the condition of the vehicle may be such that the amount of fuel supplied to the engine at the operating parameter is greater than the amount of fuel indicated by the model. The system and method may alter the model such that the modified model indicates that more fuel will be supplied to the engine to achieve the desired output than the model before the modification, given the same operating parameters. This modification may be a temporary change to the model.

With respect to the fuel, in one embodiment the fuel may be a single type of fuel, and in other embodiments the fuel may be a mixture of a plurality of different fuels. In one example of a fuel mixture, the first fuel may be a liquid and the second fuel may be a gaseous. Suitable liquid fuels may be Diesel (common Diesel, biodiesel, HDRD (hydrogenated-Renewable Diesel) and the like), gasoline, kerosene, dimethyl ether (DME), ethanol, and the like. Suitable gaseous fuels may be natural gas (methane) or short-chain hydrocarbons, hydrogen, ammonia, and the like. In one embodiment, the fuel may comprise a stored energy source as used herein. From this perspective, battery state of charge or compressed gas sources, flywheels, fuel cells, and other types of non-traditional fuel sources may be included.

FIG. 1 illustrates one embodiment of a vehicle fuel control system 100. The control system may be partially disposed on one or more of the vehicle 102 and the off-board monitoring facility 104, entirely disposed on the vehicle, or entirely disposed in the facility. The facility may represent a building, a wayside device, or other structure, in which various components of the control system may be located.

The control system includes one or more controllers 106 (e.g., controllers 106A, 106B) that represent hardware circuitry connected to and/or including one or more processors (e.g., microprocessors, field programmable gate arrays, integrated circuits, etc.) that perform operations associated with the controllers. The controllers are shown on board the vehicle and in the facility-the description of the controllers herein is applicable to one or both of these controllers. Communication devices 108 (e.g., communication devices 108A, 108B) represent transceiving circuitry that communicates with other communication devices. Such circuitry may include a modem, antenna, etc. for wireless communication between vehicles, between vehicles and facilities, etc. Memory 110 (e.g., memory 110A, 110B) represents a tangible and non-transitory computer-readable storage medium, such as a computer hard drive, a removable computer drive, an optical disk, a USB memory, and so forth. The models described herein may be stored on one or more memories and/or communicated between vehicles and/or facilities via a communication device.

For a vehicle, the engine 112 receives fuel from a fuel supply 116. The engine may consume fuel to produce an output, such as horsepower, to propel the vehicle. Fuel supply means one or more devices that control the delivery of fuel to the engine, such as fuel injectors fluidly coupled to a fuel tank by a conduit. A controller of the vehicle may control operation of the fuel injectors to vary how much fuel is supplied to the engine (e.g., how much fuel is supplied to individual cylinders of the engine) to control how much output the engine produces.

With continued reference to the fuel control system shown in FIG. 1, FIG. 2 illustrates a flow chart of one embodiment of a method 200 for controlling the supply of fuel to a vehicle. The method may represent operations performed by a control system. At 202, fuel consumption of the vehicle engine is determined. Such fuel consumption may be determined while the vehicle is moving. For example, the fuel consumption may be an instantaneous fuel consumption, meaning an amount (e.g., volume, mass, etc.) of fuel supplied to the engine during a period of time (e.g., a particular moment) that is much shorter than an entire trip of the vehicle. This time period, a particular data snapshot, or a data point time period may be less than one second, and may be a burst of data points. Fuel consumption may be determined by measuring the volume, mass, flow rate, etc. of fuel supplied by a fuel injector to one or more or all of the engine cylinders. Alternatively, fuel consumption may be measured by one or more sensors 114, such as flow rate sensors.

At step 204, one or more operating parameters of the engine are determined. The operating parameters are indicative of one or more settings of the engine and/or vehicle, and may be indicative of one or more conditions in which the engine is operating. The controller may determine the operating parameter based on data output by the sensor and/or input provided by an operator of the vehicle. The operating parameter may be a desired output of the engine, which may be determined or indicated by a throttle setting of the engine, a desired or selected horsepower obtained from the engine, or the like.

Another operating parameter may be the speed at which the engine is running. The operating parameter may include a temperature of air or other fluid flowing in a manifold of the engine (e.g., a manifold air temperature) measured by a sensor (e.g., a temperature sensor). The operating parameters may include an air-fuel ratio supplied to one or more cylinders of the engine (measured by a sensor that measures a length of time that a fuel injector is open to deliver fuel to the cylinder and an air flow rate to the cylinder). The operating parameter may comprise the pressure of the coolant and/or lubricant (oil) in the cooling system or the lubrication system of the vehicle (and measured by a pressure sensor). The operating parameter optionally may include an environmental condition, such as an ambient temperature, an ambient pressure, humidity, etc., measured by the sensor.

At step 206, a fuel consumption build number is determined. The fuel consumption module is the amount of fuel expected to be supplied to the engine to achieve the desired output of the engine. This modeled quantity is determined from one or more mathematical models of the engine stored in one or more memories. The model may associate different combinations of operating parameters with different modeled fuel consumption amounts. For example, the model may be or represent one or more mathematical relationships between different combinations of expected fuel consumption and operating parameters and/or desired engine output. In one embodiment, the desired engine output and operating parameters are input into the controller, and the controller calculates the desired fuel consumption using the model. Alternatively, the model may be a list or table of different expected fuel consumption and different combinations of operating parameters and/or desired engine output. The controller may reference a list or table to determine how much fuel is expected to be consumed.

For example, the model may indicate that a first amount of fuel should be consumed (e.g., expected to be consumed) to obtain a desired engine output when the engine is operating under one or more (or all) of the following conditions: a first throttle setting, a first engine speed, a first manifold air temperature, a first air-fuel ratio, a first coolant pressure, a first oil pressure, a first ambient temperature, a first ambient pressure, and/or a first humidity. However, the model may also indicate that a different amount of the second fuel should be consumed (e.g., expected consumption) to achieve the same desired engine output when the engine is operating at one or more different conditions (e.g., a different second throttle setting, a different second engine speed, a different second manifold air temperature, a different second air-fuel ratio, a different second coolant pressure, a different second oil pressure, a different second ambient temperature, a different second ambient pressure, and/or a different second humidity). The model may indicate that a different third amount of fuel should be consumed to obtain a different desired engine output when the engine is operating under the same operating conditions.

The model may be determined from previous measurements of fuel consumption by the vehicle or one or more other vehicles. For example, empirical data for various engine outputs may be obtained from previous trips of the vehicle or other vehicles measuring how much fuel was consumed while the same vehicle or another vehicle was operating under a combination of various operating conditions. This data may be collected for other vehicles in the same fleet, and used to model fuel consumption of many or all vehicles in the fleet.

At step 208, it is determined whether the modeled fuel consumption differs from the measured fuel consumption. For example, the controller may determine, based on the model and the operating parameters, how much the engine consumes the fuel to provide the desired output. Alternatively, the controller may determine that the engine is consuming less fuel than expected based on the model and the operating parameters to provide the desired output.

If the controller identifies such a discrepancy, the discrepancy may indicate a condition where one or more components of the vehicle may cause the engine to consume more or less fuel than expected. For example, leaks in one or more seals of the vehicle, improperly assembled systems in the vehicle, damaged or worn fans of the vehicle, etc., may cause the engine to require (and consume) more fuel than expected to produce the desired output. The difference may be detected by the controller in response to the measured fuel consumption exceeding or falling below the modeled fuel consumption by any amount or at least a threshold amount (e.g., at least 3% of the modeling amount, at least 5% of the modeling amount, or at least 10% of the modeling amount in some different examples of the systems and methods described herein). Optionally, the difference may be detected in response to the difference being greater than a threshold amount.

In one example, the controller may determine in real time whether there are any differences (between the modeled fuel consumption and the measured fuel consumption). For example, the controller may compare the build amount to the measured amount while the vehicle is moving (rather than after the vehicle trip is completed). The controller may detect the difference each time fuel is delivered to the engine, repeatedly but not each time fuel is delivered to the engine, periodically or at repeated times, at repeated but non-periodic times (e.g., irregular or non-periodic times), etc. Optionally, the controller may not determine whether there is any difference in real time, but determine whether there is a difference after completing the trip of the vehicle.

If a discrepancy is identified, the flow of the method may proceed to step 210 to implement one or more responsive actions. These responsive actions may be implemented to change or alter the state or mode of the vehicle. Alternatively, if no difference is identified, the flow of the method may return to step 202 to continue monitoring the fuel consumption versus the build-up of the fuel consumption. In another embodiment, the flow of the method may terminate.

At step 210, one or more actions are performed in response to detecting a difference between the modeled fuel consumption and the measured fuel consumption. In one example, the controller may identify one or more components of the vehicle that caused the identified fuel discrepancy. The controller may examine the operating parameters to determine precisely which vehicle component is in a condition that causes the fuel consumption to increase above the modeled fuel consumption.

The memory may store data representing the relationship between the operating parameters and the vehicle components, which the controller uses to determine precisely which vehicle component is likely to cause a fuel consumption difference. These relationships may be modeled or measured from previous trips of vehicles or other vehicles (e.g., in the same fleet). For example, different modeled fuel consumptions may be associated (e.g., in memory) with different specified operating parameters or combinations of specified operating parameters. If these specified operating parameters are different from the operating parameters detected in association with the measured fuel consumption (which is different from the modeled fuel consumption), the controller may identify which component of the vehicle is likely to cause a fuel difference based on the operating parameter difference.

As one example, the controller may determine that a fuel injector, solenoid, pump, or switch of the fuel supply system requires inspection, repair, or replacement in response to the fuel difference indicating that more fuel is consumed than the build volume. The controller may determine that the fuel injector, solenoid, switch, or pump remains on or activated for an extended period of time due to the measured fuel consumption exceeding the modeled fuel consumption. Or the controller may determine that the fuel injector, solenoid, switch, or pump is worn or remains closed because the measured fuel consumption is less than the modeled fuel consumption.

The controller may determine that the lubrication system of the vehicle is leaking, the cooling system of the vehicle is leaking, a power component or powertrain of the vehicle is malfunctioning, and/or the fuel supply system of the vehicle is leaking (and causing or affecting fuel consumption) in response to: (ii) (a) a fuel difference is detected, (b) the engine speed is faster than the engine speed associated with the modeled fuel consumption, (c) the air temperature in the engine manifold is within a specified range of the manifold air temperature associated with the modeled fuel consumption (e.g., within 3%, within 5%, within 10%, or within 20%, according to various embodiments), and (d) the air-fuel ratio of the engine is less than the specified air-fuel ratio associated with the modeled fuel consumption. As another example, the controller may determine that an air delivery system of the vehicle (e.g., directing air into the engine and/or cooling system) is leaking (and causing or affecting fuel consumption) in response to: a detected fuel difference; the engine speed is within a specified range of a specified engine speed associated with the modeled fuel consumption; the air temperature in the engine manifold is greater than a specified manifold air temperature associated with the modeled fuel consumption; and the air-fuel ratio of the engine is less than the specified air-fuel ratio associated with the modeled fuel consumption amount.

In yet another example, the controller may determine that a cooling system of the vehicle is malfunctioning (e.g., a fan or blower is not generating sufficient airflow to cool components of the vehicle) and cause or affect fuel consumption in response to: a detected fuel difference; the air temperature in the engine manifold is greater than a specified manifold air temperature associated with the modeled fuel consumption; the air-fuel ratio of the engine is greater than the specified air-fuel ratio in association with the modeled fuel consumption amount; and the fuel pressure of the fuel supply system is within a specified range of a specified fuel pressure associated with the modeled fuel consumption. As another example, the controller may determine that a fuel supply system of the vehicle is malfunctioning and causing or affecting fuel consumption in response to: a detected fuel difference; the air temperature in the engine manifold is greater than a specified manifold air temperature associated with the modeled fuel consumption; and the fuel pressure of the fuel supply system is greater than the specified fuel pressure associated with the modeled fuel consumption amount.

As another example, the controller may identify that the vehicle is consuming more fuel than the vehicle should consume as indicated by the model. For example, the controller may determine how much fuel each propulsion generating vehicle in the multi-vehicle system should consume based on the model (which may be based on grade, curvature, etc. of the route traveled by the multi-vehicle system; the weight, type, power capability, throttle setting, speed, etc. of the propulsion generating vehicles in the multi-vehicle system; weather conditions such as wind direction, speed, precipitation, etc.; etc.). The controller may calculate the difference for each propulsion producing vehicle in the vehicle system and compare the determined differences. The vehicle with the greatest variance may be the propulsion generating vehicle that consumes more fuel than the model calculated vehicle should consume (relative to one or more other propulsion generating vehicles operating in the same vehicle system or otherwise consuming fuel to propel the vehicle system). The identified vehicle may be considered the identified component, as described herein.

In response to the identification component, the controller may implement or perform one or more responsive actions. As one example, the controller may automatically generate a warning (e.g., visible light or display, sound, etc.) to an operator of the vehicle and/or automatically send a signal to the facility or another location via the communication device. The alert may instruct an operator to check the condition of the identified component. For example, the warning may instruct the operator to check for lubricant or coolant leaks. The signal may request repair, inspection, or replacement of the identified component (e.g., once the vehicle arrives at the facility or location).

Optionally, the controller may automatically limit operation of the vehicle. For example, the controller may set an upper limit on throttle setting, engine speed, etc., that is lower than a maximum throttle setting, engine speed, etc. The upper limit may prevent the vehicle operator from operating the vehicle at throttle settings that exceed the upper limit, engine speeds (and conditions that may damage the identified component or other vehicle components), and so forth. This may also reduce the detected operating temperature of the vehicle (e.g., manifold air temperature). The controller optionally may automatically control the vehicle to limp home, for example by moving the vehicle to a service position with a lowered throttle setting.

The controller may use the identified fuel difference to change how much fuel is subsequently supplied to the engine. When operating at the detected operating parameter and when supplied with the modeled fuel quantity (for the desired output and the detected operating parameter), the engine may not provide the desired output. Instead, the engine may produce a smaller output. For example, given current operating parameters and the modeled fuel quantity, the engine may provide a smaller amount of horsepower than the desired horsepower. The controller may detect and respond to such output differences of the engine by varying how much fuel is supplied to the engine. The controller may receive a request for engine output from an operator of the vehicle (or from a schedule for automatically controlling the vehicle) after the fuel discrepancy is previously identified. As described above, the controller may reference the fuel consumption model and determine a modeled fuel quantity supplied to the engine based on the operating parameters and the requested engine output. However, rather than controlling the fuel supply system to provide the modeled amount of fuel to the engine, the controller may use the previously identified fuel difference and direct the fuel supply system to provide more fuel (than the modeled amount of fuel) to the engine. This additional fuel may be referred to as a fuel increase above the modeled fuel amount. This may ensure that the engine provides the requested engine output even when one or more components of the vehicle cause the engine to consume different amounts of fuel (other than the build volume). The fuel increase amount may be based on previously identified fuel differences. For example, the fuel increase may be equal to or proportional to one or more previously identified fuel differences.

The controller may change the load distribution between the propulsion generating vehicles in the multi-vehicle system based on and/or in response to identifying differences from the model. The controller may identify differences for each propulsion-producing vehicle in the multi-vehicle system (e.g., each propulsion-producing vehicle operating by consuming fuel to produce propulsion) and compare the differences to each other. The controller may reduce the load placed on one or more propulsion generating vehicles that exhibit a large variance while increasing the load placed on one or more other propulsion generating vehicles that are in the same vehicle system but do not exhibit that large variance relative to the model. The controller may redistribute the loads placed on the propulsion generating vehicles to reduce differences in the models while also ensuring that the total load placed on all propulsion generating vehicles of the propulsion vehicle system is met by the propulsion generating vehicles.

For example, due to the weight and/or size of the vehicle systems, the controller may determine that three propulsion in the multiple vehicle systems result in a total load placed on vehicles a, B, and C to propel the vehicle systems at a given speed (e.g., a route speed limit). The controller may calculate a difference between the fuel consumed by each propulsion generating vehicle and the modeled fuel amount that each propulsion generating vehicle should consume. Vehicle A may provide 40% of the total horsepower required to propel the vehicle system, while vehicle B may provide 25% of the total horsepower required, and vehicle C may provide 35% of the total horsepower required. The relative loads (e.g., 40%, 25%, and 35%) provided by vehicles a, B, C may or may not be related to the amount of fuel consumed by each of vehicles a, B, C. For example, vehicle a may provide the maximum load of three vehicles but consume less fuel than vehicles B or C. The controller may determine for each vehicle a, B, C how much fuel the vehicle should consume (factors of a given model, including the load placed on the vehicle) based on the model, rather than merely comparing the fuel consumed by vehicles a, B, C to each other or comparing the load on vehicles a, B, C to each other.

The controller may compare this modeled fuel consumption with the actual fuel consumption of each vehicle. The controller may decide to change the load distribution between the vehicles a, B, C based on these differences. For example, if vehicle B consumes 30% more fuel than the model predicts that vehicle B should consume, but vehicle a consumes only 5% more fuel than the model predicts for vehicle a, and vehicle C consumes 10% less fuel than the model predicts for vehicle C, the controller may redistribute or redistribute the load among vehicles a, B, C. The controller may redistribute the load by reducing the amount of load placed on vehicle a, increasing the load placed on vehicle C, and changing or maintaining the load placed on vehicle B. Reducing the load placed on vehicle a may cause vehicle a to consume less fuel, or otherwise consume a quantity of fuel that is closer to the modeled fuel consumption of vehicle a. Increasing the load placed on vehicle C may cause vehicle C to consume more fuel or otherwise consume a quantity of fuel that is closer to the modeled fuel consumption of vehicle B. The load may be redistributed or redistributed such that vehicle a produces 30% of the horsepower (decreasing from 40%), vehicle B produces 35% of the horsepower (increasing from 25%), and vehicle C produces 35% of the horsepower. The controller may redistribute the loads so that the individual loads placed on two or more vehicles may change, but the total load provided by the vehicles remains the same. The controller may iteratively compare the modeled fuel consumption to an actual fuel consumption of the vehicle and iteratively redistribute or redistribute the load placed on the vehicle. This process may bring and maintain the actual fuel consumed by the vehicle system closer to the model than if the controller did not repeatedly calculate model differences and repeatedly redistribute the load based on the model differences.

In some cases, the controller may redistribute the load among the vehicles so that the actual amount of fuel consumed by each vehicle is closer to the build volume, but still does not reach the build volume. Continuing with the previous example, vehicle a may generate 40% of the total load placed on the vehicle system, vehicle B may generate 25% of the total load placed on the vehicle system, and vehicle C may generate 35% of the total load placed on the vehicle system. But all three of vehicles a, B, and C may consume more fuel than the modeled amount of the respective vehicles. The controller may check for discrepancies from each vehicle and redistribute the total load among the vehicles to reduce one or more discrepancies and/or reduce the total discrepancies. With respect to reducing one or more of the variances, the controller may redistribute the load among the vehicles such that the variance is reduced.

In one example, the controller may redistribute the load among the vehicles to reduce the largest of the differences calculated for the vehicles. In other words, if vehicle a is associated with the greatest variance, the load may be redistributed such that vehicle B and vehicle C may have a greater variance, but the variance of vehicle a is reduced. As another example, the controller may redistribute the load among the vehicles to reduce the overall variance. The controller may sum or calculate the sum of the differences for the vehicles and then change the load placed on each vehicle (while still meeting the overall or total load on the vehicle system) to reduce the newly calculated sum of differences. For example, after redistributing the load, the controller may recalculate the difference values, and the sum of these recalculated differences (as compared to before redistributing the load between vehicles) may be smaller. The variance of one or more vehicles may increase, but the sum or the sum of the variances may decrease.

The vehicle system and/or the load of each individual propulsion generating vehicle may be obtained from a software application or system operating on or controlling the operation of the controller. For example, an energy management system, such as a train operation optimization system (TRIP OPTIMIZER) software application or system, may be used to determine and/or redistribute loads. Train operation optimization system software is available from Wabtec corporation.

In one embodiment, the controller may redistribute the total load among the vehicles to reduce one or more differences from the model without isolating, deactivating, or otherwise shutting down any of the vehicles. For example, the controller may reduce a portion of the total load placed on vehicle B without placing vehicle B or the engine in an idle or idle state, without isolating vehicle B, without shutting down vehicle B, or otherwise shutting down the vehicle B or the engine of vehicle B.

Over time, the controller may adjust the model. The model may be adjusted due to aging and/or usage of the vehicle components. For example, as a component ages and/or uses more, the modeled fuel consumption may change (for the same operating parameters). The model may be modified to account for components not operating as efficiently as previous components are newer and/or less worn.

The controller may change the modeled fuel amount based on one or more fuel differences. For example, as the controller identifies more and more fuel differences, the controller may change the model to reduce or eliminate future identified fuel differences. This may allow the model to be updated to account for aging of the vehicle and/or vehicle components. Larger fuel differences may still be used to accurately determine vehicle components that require repair, inspection, or replacement, but the model may be updated to ensure that the components are not erroneously identified as malfunctioning.

In one embodiment, a model of one vehicle may be modified based on performance metrics of other vehicles. For example, the vehicles may be part of a fleet of vehicles of the same model made by the same manufacturer, etc. The fuel differences identified within this fleet of vehicles may be performance metrics used to modify models of other vehicles even though the other vehicles have not exhibited fuel differences. The output of the engines of these vehicles in the fleet may also be a performance metric used to modify the vehicle model. Another example of a performance metric includes weather conditions. Certain weather conditions may beneficially or adversely affect the efficiency of a vehicle to consume fuel. For example, vehicles operating in cold environments, vehicles traveling upwind, vehicles operating at higher altitudes, and the like may consume more fuel and therefore have larger model differences compared to other vehicles (operating in warm environments, traveling downwind, and the like). The controller may change the model to account for the effects of these circumstances or weather on the vehicle. For example, the modeled fuel consumption of a vehicle operating in a cooler, upwind, higher altitude, etc. region may be increased relative to a vehicle operating in a warmer, less wind, or no upwind, lower altitude region.

After one or more components of the vehicle are identified as being in a condition that causes a fuel difference to exist, the controller may automatically control operation of the vehicle to determine whether the condition has changed. For example, after identifying the fuel difference, one or more components identified using the fuel difference may be repaired, replaced, or otherwise maintained. The controller may then automatically control the vehicle to operate in accordance with a set of prescribed operating parameters. These operating parameters may be the same as, or otherwise based on, the operating parameters associated with the fuel difference. For example, the controller may automatically control the vehicle to simulate conditions that identify fuel discrepancies. This may occur within a repair facility (e.g., a workshop), while the vehicle is moving, or other location. The controller may again determine whether a fuel difference exists. If a difference is identified, the controller may selectively alert the operator and may determine whether the same or other components may be in a fault causing the fuel difference. This process may ensure that all components associated with causing a fuel discrepancy are identified. For example, the effect of one component on the fuel difference may mask or otherwise hide the effect of another component. By simulating the condition of first identifying a fuel difference, the controller can determine whether other components are also causing the fuel difference.

As another example of a responsive action, the controller may alter the route traveled by the vehicle. In response to detecting the fuel difference and the operating parameter associated with the fuel difference, the controller may change the position at which the vehicle is traveling to change or decrease the operating parameter. For example, the manifold air temperature associated with the fuel difference may be higher than a specified temperature. The controller may automatically control the vehicle (or instruct the operator) to move the vehicle to an area where the ambient temperature is low. As another example, the manifold air temperature associated with the fuel difference may be lower than the specified temperature. The controller may automatically control the vehicle (or instruct the operator) to move the vehicle to an area where the ambient temperature is high. As another example, the air-fuel ratio associated with the fuel difference may be less than a specified temperature. The controller may automatically control the vehicle (or instruct the operator) to move the vehicle to areas with high oxygen (e.g., outside of a restricted airflow area such as a tunnel, valley, or urban area). The controller may control movement of the vehicle by controlling a steering mechanism of the vehicle by sending a signal to a wayside device (e.g., a door, a switch at a route intersection, etc.) to cause the device to change the route traveled by the vehicle.

The onboard or offboard controller optionally may organize or indicate whether the fuel is stored on-board the vehicle or on-board a non-propulsion generating vehicle that transports the fuel based on storage costs. The controller may check where different vehicles transporting fuel are moving and may direct the vehicle to travel and stay in a location (relative to other locations) with a lower fuel storage tax. For example, if a propulsion generating vehicle is pulling a non-propulsion generating vehicle that is transporting fuel for storage, passing through a first zone, and then entering a second zone, the controller may check the fuel storage costs and taxes of the first and second zones. If fuel can be stored in either zone, the controller may instruct or control the propulsion generating vehicle to bring the non-propulsion generating vehicle to a zone having a lower storage cost and/or storage tax.

The decision whether and/or where to store fuel may also be based on the model. For example, the controller may predict how much fuel the vehicle system will consume to transport the vehicle system and the fuel carried by the vehicle system to different storage locations (e.g., different vehicle or rail yards, storage facilities, etc.). The controller may calculate the transportation cost as the cost of fuel consumed to transport the fuel to a different storage location (e.g., using an operator input fuel price, a fuel price communicated to the controller from another source, a default fuel price, etc.). Based on this information and the different costs for storing fuel at different locations, the controller may decide whether to control the vehicle system to move to one storage location instead of the other storage locations for storing fuel. For example, the cost of refueling a vehicle system to a first storage location may be more expensive than to a different second storage location, but the cost of storing fuel at the second storage location may be more expensive such that the total cost of transporting and storing fuel at the first location is less than the total cost of transporting and storing fuel at the second location.

The controller may use the fuel consumption model to predict when and/or where to notify the vehicle (e.g., the vehicle operator) and/or automatically control the additional fuel required by the vehicle. For example, the controller may reference the model to determine how much fuel the vehicle will consume and/or the rate at which the fuel is consumed. The predicted remaining fuel amount may be varied based on engine parameters, such as torque output by the engine, throttle setting of the engine, engine temperature, and the like. Larger torque, higher throttle setting, and/or hotter engines may be associated with increased fuel consumption in the model, while smaller torque, lower throttle setting, and/or cooler engines may be associated with decreased fuel consumption. The controller may check the parameters of the engine while the vehicle is traveling and use these parameters to update the model to predict how far the vehicle may continue to travel.

The controller may compare the predicted amount and/or rate of fuel consumption to a current amount of fuel stored on-board the vehicle. From this information, the controller can predict when and/or where the vehicle will have different amounts of fuel remaining. The controller may notify the operator and/or control the vehicle based on this information. For example, a vehicle may approach a fueling position within fifty kilometers, but may have enough fuel for the vehicle to travel two hundred kilometers. The controller may use the model to predict that the vehicle will only be able to continue operating for one hundred fifty kilometers due to the predicted rate and/or amount of fuel that the vehicle is likely to consume (and that there are no other fueling positions after the fueling position and before the vehicle is predicted to be out of fuel based on the model). The controller may reference a map or route database (e.g., stored in any memory) to determine available fueling positions. Based on the predicted distance the vehicle can continue to operate and the fueling position, the controller can direct or automatically control the vehicle to travel to the fueling position for fueling even if the fueling position is much earlier than the distance the vehicle can travel based on the model and the current fuel quantity.

Over time, the vehicle may require maintenance, repair, or replacement of one or more components. The cost of repairing a component may vary due to supply issues, availability of personnel performing maintenance, repair or replacement, etc. Fuel costs also vary over time. As a result, repair costs (e.g., maintenance, repair, or replacement costs of components) and fuel costs may be dynamic. The controller may check or estimate these dynamic costs to determine whether to continue operating the vehicle or to stop the vehicle for repair. For example, the controller may determine that a fuel injector or fuel rail of the vehicle is leaking fuel, a seal failure in a fuel system of the vehicle, or the like. The model may be updated by the controller to reflect fuel losses (a type of fuel consumption, even if fuel is not actually consumed by the engine, but is otherwise lost and the engine cannot consume) caused by a malfunction or damaged component of the vehicle. The controller may determine a cost to repair the problem (e.g., caused by the fuel leak) (e.g., based on costs stored in memory, based on signals transmitted to the controller by the repair facility, based on information input by an operator, etc.). The controller may compare the repair cost to the additional fuel consumption cost caused by the leak. If the repair cost is greater than the additional fuel consumption cost, the controller may instruct the vehicle to continue operating even with a fuel leak (unless the fuel leak creates an unsafe condition for the passengers and/or the vehicle). However, if the cost of repair is less than the cost of additional fuel consumption, the controller may instruct the vehicle to stop at the repair facility to repair the cause of the leak.

In one embodiment, a method comprises: the method includes obtaining a measured quantity of fuel consumed by an engine of the powertrain system and one or more corresponding operating parameters of the engine, and determining a fuel consumption modeling amount based at least in part on a fuel consumption model of the engine and the one or more operating parameters of the engine. The fuel consumption models are associated with different amounts of fuel that, when supplied to the engine, produce corresponding specified outputs of the engine. The method may also include determining one or more differences between the measured fuel quantity and the fuel consumption build-up quantity, and in response to one or more of the differences exceeding a threshold, the method may include one or more of: identifying one or more components of the powertrain that cause or contribute to the one or more differences, and/or varying the amount of fuel supplied to the engine according to a fuel consumption model to achieve a desired output of the engine.

Optionally, the method includes identifying one or more components for one or more of repair, inspection, or replacement based on one or more of the one or more differences and the operating parameter. Optionally, the method may further include modifying the fuel consumption model based at least in part on one or more of: aging of the engine, aging of a fuel supply system of the power system, or usage of the engine. Optionally, the power system is a vehicle and the method may further comprise modifying the fuel consumption model based at least in part on performance metrics of a fleet of vehicles comprising vehicles housing the engine. Optionally, the method may further comprise, in response to one or more differences exceeding respective specified thresholds, instructing the engine to operate according to a prescribed set of operating parameters to replicate the operating parameters used when the measured fuel consumption differs from the modeled fuel consumption, determining an additional fuel consumption of the engine when operating according to the prescribed set of operating parameters, and determining whether the difference between the additional fuel consumption and the modeled fuel consumption exceeds the threshold.

Optionally, the method may include generating a notification signal in response to one or more differences exceeding a threshold. Optionally, the method may further comprise scheduling one or more of repair, maintenance, or inspection of the engine in response to the one or more differences exceeding a threshold. Optionally, the method may include, in response to the one or more differences exceeding a threshold, performing one or more of: a scheduled move or a move of a vehicle containing the engine to a designated location. Optionally, the method may include changing operation in addition to changing how much fuel is supplied to the engine in response to determining that one or more differences exceed a threshold. Optionally, the power system is an automobile, a marine vessel, a rail vehicle, mining equipment, construction equipment, agricultural equipment, or an aircraft.

In one embodiment, a system includes one or more processors that obtain a measured amount of fuel consumed by an engine of a power system and one or more corresponding operating parameters of the engine. The one or more processors may also determine a fuel consumption modeling value based at least in part on a fuel consumption model of the engine and one or more operating parameters of the engine. The fuel consumption models are associated with different amounts of fuel that, when supplied to the engine, produce corresponding specified outputs of the engine. The one or more processors may also determine one or more differences between the measured fuel quantity and the fuel consumption build-up quantity. The one or more processors may, in response to one or more of the differences exceeding a threshold, perform one or more of the following: identifying one or more components of the powertrain that cause or contribute to the one or more differences, and/or varying the amount of fuel supplied to the engine according to a fuel consumption model to achieve a desired output of the engine.

Optionally, the one or more processors may also identify one or more components for one or more of repair, inspection, or replacement based on one or more of the one or more differences and the operating parameter.

Optionally, the one or more processors may modify the fuel consumption model based at least in part on one or more of: aging of the engine, aging of a fuel supply system of the power system, or usage of the engine. Optionally, the power system is a vehicle and the one or more processors may modify the fuel consumption model based at least in part on performance metrics of a fleet of vehicles including the engine-containing vehicle. Optionally, the one or more processors may instruct an engine to operate according to a prescribed set of operating parameters in response to one or more differences exceeding respective specified thresholds, to replicate operating parameters used when measured fuel consumption differs from modeled fuel consumption, to determine additional fuel consumption of the engine when operating according to the prescribed set of operating parameters, and to determine whether a difference between the additional fuel consumption and the modeled fuel consumption exceeds the threshold.

In one embodiment, a system includes one or more processors that can determine how much fuel an engine consumes to provide a selected engine output and operate at operating conditions. The one or more processors may determine a modeled fuel amount that should be consumed by the engine to produce a selected engine output when operating under the operating conditions. The one or more processors may also perform one or more of the following based on a difference between the amount of fuel consumed by the engine and the modeled amount of fuel: components of a power system including the engine for repair and/or varying an amount of fuel supplied to the engine are identified.

Optionally, the one or more processors may change operation of the power system in addition to changing the amount of fuel supplied to the engine based on the difference between the amount of fuel consumed and the modeled amount of fuel. Optionally, the altered operation comprises reducing an operating temperature of a power system comprising the engine. Optionally, the altered operation comprises altering a route being traveled by a vehicle comprising the engine. Optionally, the operation of changing comprises changing the state of switches at intersections between routes such that a vehicle comprising the engine moves from a first route to a second route.

This written description uses examples to disclose several embodiments of the present subject matter and to enable any person skilled in the art to practice the embodiments of the present subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the subject matter is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims 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 languages of the claims.

The foregoing description of certain embodiments of the inventive subject matter will be better understood when read in conjunction with the appended drawings. To the extent that the figures illustrate diagrams of the functional blocks of various embodiments, the functional blocks are not necessarily indicative of the division between hardware circuitry. Thus, for example, one or more of the functional blocks (e.g., processors or memories) may be implemented in a single piece of hardware (e.g., a general purpose signal processor, microcontroller, random access memory, hard disk, or the like). Similarly, the programs may be stand alone programs, may be incorporated as subroutines in an operating system, may be functions in an installed software package, and the like. The various embodiments are not limited to the arrangements and instrumentality shown in the drawings.

As used herein, an element or step recited in the singular and proceeded with the word "a" or "an" should be understood as not excluding plural said elements or steps, unless such exclusion is explicitly recited. Furthermore, references to "one embodiment" of the present subject matter are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments "comprising," "including," or "having" an element or a plurality of elements having a particular property may include other such elements not having that property.

It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described embodiments (and/or aspects thereof) may be used in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the subject matter set forth herein without departing from the scope thereof. While the dimensions and types of materials described herein are intended to define the parameters of the inventive subject matter, they are by no means limiting and are exemplary embodiments. Many other embodiments will be apparent to those of skill in the art upon reviewing the above description. The scope of the subject matter described herein should, therefore, be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the appended claims, the terms "including" and "in which" are used as the plain-equivalent terms for the respective terms "comprising" and "wherein". Furthermore, in the following claims, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. Furthermore, the limitations of the following claims are not written in the form of means-plus-function (means-plus-function) and are not intended to be interpreted based on 35u.s.c. § 112 (f), unless and until such claim limitations explicitly use the phrase "means for \8230;" followed by a functional statement without further structure.

Claims (10)

1. A fuel control system, comprising:

a controller (106) configured to calculate a modeled fuel quantity predicted to be consumed by an engine (112) or a fuel cell of a vehicle (102) resulting from a plurality of propulsion in a plurality of vehicle systems, the modeled fuel quantity calculated using a fuel consumption model that relates different values of a modeling quantity to operating parameters of the engine (112) or the fuel cell; the controller (106) is further configured to determine a fuel consumption consumed by the engine (112) or the fuel cell of the plurality of propulsion generating vehicles (102), and calculate a difference between the modeled fuel amount and the fuel consumption; the controller (106) is further configured to redistribute a load placed on the plurality of propulsion generating vehicles (102) based on the calculated differences.

2. The system of claim 1, wherein the controller (106) is further configured to: recalculating the modeled fuel quantity after redistributing the load among the plurality of propulsion generating vehicles (102); determining the fuel consumption amount after redistributing the load among the plurality of propulsion generating vehicles (102); and recalculating the difference between the modeled fuel amount and the fuel consumption amount after redistributing the load among the plurality of propulsion generating vehicles (102), wherein the difference is smaller after redistributing the load among the plurality of propulsion generating vehicles (102) than before redistributing the load among the plurality of propulsion generating vehicles (102).

3. The system of claim 1, wherein the controller (106) is configured to redistribute the load by changing an amount of horsepower output by the plurality of propulsion generating vehicles (102).

4. The system of claim 1, wherein the controller (106) is configured to redistribute the load among the plurality of propulsion generating vehicles (102) when a total load placed on the plurality of propulsion generating vehicles (102) will continue to be met by the plurality of propulsion generating vehicles (102) after redistributing the load.

5. The system of claim 1, wherein the controller (106) is configured to redistribute the load among the plurality of propulsion generating vehicles (102) without disabling, shutting down, shutting off, or stopping any of the plurality of propulsion generating vehicles (102).

6. The system of claim 1, wherein the controller (106) is configured to identify one or more components on at least one of the plurality of propulsion generating vehicles (102) for repair, inspection, or replacement based on one or more of the calculated differences.

7. The system of claim 6, wherein the one or more components comprise an engine component or a fuel cell component.

8. The system of claim 1, wherein the controller (106) is further configured to determine a fuel storage cost indicative of a cost of storing fuel at two or more different locations, and calculate a transportation cost for transporting the fuel from a current location of the multi-vehicle system to the different locations, the transportation cost calculated using the fuel consumption model; the controller (106) is further configured to select one of the different locations to store the fuel based on the fuel storage costs and the transportation costs associated with the different locations; the controller (106) is configured to control or send instructions to move the multi-vehicle system to the selected one of the different locations to store the fuel.

9. A fuel control system, comprising:

a controller (106) having one or more processors configured to obtain a measured amount of fuel consumed by an engine (112) or a fuel cell of a power system and one or more corresponding operating parameters of the engine (112) or the fuel cell, the one or more processors further configured to determine a fuel consumption modeling number based at least in part on a fuel consumption model of the engine (112) or the fuel cell and the one or more operating parameters of the engine (112) or the fuel cell, the fuel consumption model being associated with different amounts of fuel that, when supplied to the engine (112) or the fuel cell, produce a corresponding specified output of the engine (112) or the fuel cell,

the one or more processors are further configured to determine one or more differences between the measured fuel quantity and the fuel consumption build-up quantity, the one or more processors being further configured to, in response to one or more of the differences exceeding one or more thresholds, one or more of:

identifying one or more components of the power system that cause or contribute to the one or more discrepancies, and

varying an amount of fuel supplied to the engine (112) or the fuel cell according to the fuel consumption model to obtain a desired output of the engine (112).

10. The system of claim 9, wherein the one or more processors are further configured to identify the one or more components for one or more of repair, inspection, or replacement based on the one or more differences and one or more of the operating parameters.

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