CN116766947A

CN116766947A - energy management system

Info

Publication number: CN116766947A
Application number: CN202310269224.1A
Authority: CN
Inventors: G·赖特
Original assignee: Transportation IP Holdings LLC
Current assignee: Transportation IP Holdings LLC
Priority date: 2022-03-17
Filing date: 2023-03-15
Publication date: 2023-09-19

Abstract

Systems and methods for vehicle energy management are provided. The controller may control the conduction of the generated current from the one or more traction motors of the vehicle to the first energy component and the second energy component. The controller may control conduction of the generated current based at least in part on a measured or estimated value of the rate and/or amount of current generated by the traction motor. The controller may direct a first portion of the generated current to the second energy component and a second portion of the generated current to the first energy component based on a measured or estimated value of the rate and/or amount of current generated by the traction motor.

Description

Energy management system

Cross Reference to Related Applications

The present application claims priority from U.S. provisional application No. 63/320946 filed on day 3, month 17 of 2022 and U.S. non-provisional application No. 18/107216 filed on day 8 of 2023, month 2, the disclosures of which are incorporated herein by reference in their entireties.

Technical Field

The present disclosure relates to systems and methods for energy management of vehicles and vehicle systems.

Background

Some current energy components on a vehicle or vehicle system may have difficulty capturing the generated energy during an energy generation event (e.g., a braking event in a regenerative braking system). During a vehicle stop event, it is possible to charge the energy component. Such charging may be used to assist in power output events of the vehicle, such as acceleration events. However, currently, energy components on-board a vehicle may have difficulty capturing and storing energy at a sufficiently high charge rate. It may be desirable to have systems and methods that are different from those currently available.

Disclosure of Invention

According to one example or aspect, a system is provided that may include a controller, a first energy component, and a second energy component. The controller may control the conduction of the generated current from the one or more traction motors of the vehicle to the first energy component and the second energy component. The controller may control conduction of the generated current based at least in part on a measured or estimated value of the rate and/or amount of current that may be generated by the one or more traction motors. The controller may direct a first portion of the generated current to the second energy component and direct a second portion of the generated current to the first energy component based on a measured or estimated value of the rate and/or amount of the generated current generated by the one or more traction motors.

According to one example or aspect, a system is provided that may include a controller, a first energy component, and a second energy component. The controller may control the supply current to be selectively conducted from the first energy component and the second energy component of the vehicle to one or more traction motors of the vehicle. The controller may direct the supply current from the second energy component to the one or more traction motors before directing the supply current from the first energy component to the one or more traction motors, at least in part in response to a demand of the one or more traction motors exceeding a demand threshold. The controller may direct the supply current from the second energy assembly to the one or more traction motors before directing the supply current from the first energy assembly to the one or more traction motors at least partially in response to a demand of the one or more traction motors not exceeding a demand threshold.

According to one example or aspect, a method is provided that may include determining a rate at which one or more traction motors of a vehicle may generate current. The method may include directing a first portion of current that may be generated by one or more traction motors to a second energy assembly. The method may include directing a second portion of the generated current to a first energy component of the vehicle at least partially in response to the determined rate.

Drawings

The subject matter may be understood by reading the following description of non-limiting embodiments, with reference to the accompanying drawings, in which:

FIG. 1 illustrates a schematic overview of an energy management system according to one example;

FIG. 2 illustrates another schematic overview of an energy management system according to one example;

FIG. 3 illustrates an energy management method according to one example; and

FIG. 4 illustrates an energy management method according to one example.

Detailed Description

Examples of the subject matter described herein may relate to systems and methods for energy management of vehicles and vehicle systems. The vehicle or vehicle system may include an energy component, such as one or more battery components (e.g., battery cells, battery modules, etc.), capacitors, fuel cells, etc., that may store and release energy, convert electrical energy from another form (e.g., chemical form), and so forth. At least one of the energy components may have a high power energy storage capability. For example, a high power energy component can store more energy, can receive current at a greater power or wattage, and/or can discharge current at a relatively greater energy or wattage than a low power or lower power energy component. In one example, the capacitor or supercapacitor may be a high power energy component and the battery cell or battery component may be a low power or lower power energy component.

During a rapid energy charging event (such as sudden braking), there may be a high power energy flow into the vehicle, which may be relatively more difficult to capture using a low power energy storage component (such as a battery component). For example, during braking of a vehicle having a traction motor, the motor may generate electric current through dynamic braking or regenerative braking. If braking is abrupt, the motor may suddenly output a large amount of current. Such sudden large amounts of current may be greater than the battery cells can handle. The use of high power storage devices may allow more energy to be harvested during such fast charge events.

The energy stored in the high power storage device may then be released during a fast energy release event (such as an acceleration event). The high power storage device may be smaller than the low power storage device, such as a battery system. This may allow more space on the vehicle for other energy sources, such as fuel cells and/or fuel storage. Fuel cells are capable of capturing a fuel (such as hydrogen) and converting or extracting chemical energy stored in the fuel into electrical energy to power a vehicle. For example, in one embodiment, the fuel cell may be an energy storage device, wherein the fuel cell stores chemical energy in fuel, and the fuel cell converts and releases at least a portion of such chemically stored energy into electrical energy (e.g., electrical current).

In addition to fuel cells as the primary source of electricity, vehicles may have a small number of battery systems. Vehicles may have high power energy storage devices to capture high energy during a charging or braking event. The battery system may provide buffering between electrical loads for the fuel cell to optimize its operation.

Vehicles may include high energy storage devices and high power storage devices. During a trip, the high power storage device may capture braking and charging energy due to the high power characteristics. The high power storage device may be charged by an on-board high energy storage device. The charged high power storage device may then be used to dissipate a large amount of power during peak power demands, such as acceleration events. This may protect the high energy storage device from high power loads, which may reduce the life of the system. Predictive trip planning, and knowing when high acceleration events will occur, may promote a strategy for when the high energy storage device charges the high power storage device. Furthermore, having different types of energy storage devices associated with the vehicle, such as a high power storage device and a low power storage device, may allow the energy storage devices to perform different functions. For example, one energy storage device may discharge faster, while another energy storage device may discharge longer.

The use of different types of energy storage devices may be suitable for various use situations. For example, when there is a sudden input supply of current (such as a sudden braking event), an initial portion of the current may be directed to a high power energy storage device. The high power energy storage device may accept such abrupt current supply. When the high power energy storage device is fully charged or charged above a preset threshold, at least a portion of the residual current may be directed to one or more low power or lower power devices. This may cause the remaining or excess current to at least partially charge one or more lower power energy devices.

In one example, a sudden increase in load may be required, such as in a sudden acceleration event. When a sudden increase in load may be required, the high power energy device may provide at least an initial portion of the required current from the power stored in the high power energy device. In the event that the high power energy device may be depleted, or the energy stored may be below a preset threshold, and may not be able to provide an initial portion of the required current, the required remaining power may be received from one or more low power or lower power devices.

FIG. 1 illustrates one embodiment of an energy management system 70. The energy management system may include a controller 20, and the controller 20 may operate or control the operation of components of the vehicle 60 to manage how electrical energy is captured, supplied, and/or stored. A controller may represent hardware circuitry that may include and/or be coupled to one or more processors (e.g., one or more integrated circuits, a field programmable gate array, a microprocessor, etc.) that may perform operations described herein in connection with the controller. The controller may be on-board or off-board the vehicle.

The vehicle may include a propulsion system 10 operable to move or propel the vehicle, and a braking system 62 operable to slow or stop the movement of the vehicle. As described herein, one or more components of the propulsion system may operate to slow or stop movement of the vehicle. The propulsion system may represent one or more traction motors that, when powered by an electric current, rotate or otherwise operate the wheels 64 to propel the vehicle. The propulsion system may optionally include an engine and/or an alternator or generator. The propulsion system may represent one or more engines, motors, transmissions, propellers, or the like that generate propulsion to move the vehicle. The braking system may represent one or more brakes, such as air brakes, friction brakes, hydraulic brakes, etc. The engine of the propulsion system may use dynamic braking or regenerative braking to control slowing or stopping the movement of the vehicle, which may generate electrical current. The controller may communicate control signals with the propulsion system and/or the braking system to control or alter movement of the vehicle.

The vehicles described herein may be extended to multiple types of vehicle systems. These vehicle types may include automobiles, trucks (with or without trailers), buses, boats, airplanes, mining vehicles, agricultural vehicles, or other off-highway vehicles. The vehicle system may include a single vehicle or multiple vehicles. With respect to multi-vehicle systems, vehicles may be mechanically coupled to each other (e.g., via a coupler), or logically coupled but not mechanically coupled. For example, vehicles may be logically, but not mechanically, coupled when individual vehicles communicate with each other to coordinate movement of the vehicles with each other such that the vehicles travel together as a group. The vehicle group may be referred to as a fleet (convey), a combination (constitut), a cluster (swarm), a fleet (fleet), a platoon (train), and a train (train).

The vehicle and/or energy management system may include one or more different types of energy components 30, 40, 50 that may store, supply, and/or generate electrical current. For example, the energy component may store electrical energy received from regenerative braking or dynamic braking of the traction motors. As another example, the energy component may store energy in a chemical form (such as fuel). The energy assembly may convert chemical energy in the fuel to electrical energy to power the vehicle. As another example, the energy component may store electrical energy received from the engine. Movement of the engine may cause the alternator or generator to generate electrical current, which may be stored in the energy component. As used herein, the terms alternator and generator both refer to devices for converting mechanical energy (such as that generated by an output shaft of an engine) into electrical energy. The traction motors may be supplied with current from a controllable source of electrical power (e.g., from the first and/or second energy components). The traction motors may be powered using current received from the first and/or second energy components to propel the vehicle. Although three energy components are shown, the management system or vehicle may include two energy components or more than three energy components.

The first energy component may be a component capable of storing more energy than the second energy component, but the first energy component may be more restrictive (relative to the second energy component) in terms of the rate at which the first energy component may charge and/or release energy, and/or in terms of the number of charge cycles (before the first energy component reaches an unacceptable state or condition, or exhibits an unacceptable drop in function). Conversely, the second energy component may store less energy than the first energy component, but may receive and/or release energy at a faster rate and/or with greater power, and/or be able to go through a greater number of charging cycles (before the second energy component reaches an unacceptable state or condition, or shows an unacceptable drop in functionality). For example, the first energy component may charge and/or discharge at a slower rate and/or may not be able to experience as many charge cycles as the second energy component. The third energy component may not store energy, but may only generate energy. Examples of the first energy component may include one or more battery cells, a battery pack, a battery stack, a battery module, one or more fuel cells, and the like. One or more fuel cells may be an energy component, wherein the fuel cells may extract and/or convert energy (e.g., chemical energy) stored in a fuel (e.g., hydrogen) into electrical energy to power a vehicle. Examples of the second energy component may include a capacitor, such as a double layer capacitor, a supercapacitor, or another type of energy storage device. The third energy component may be a fuel cell, an alternator, a generator, a solar panel, an energy harvester device, or the like. Alternatively, the first and second energy components may be the same type or model of device, but the first energy device may charge and/or discharge more slowly, may have a greater storage capacity, and/or may be more limited in the number of charge and discharge cycles that the first energy component may perform relative to the second energy component.

With respect to the fuel used as the fuel cell for the third energy component, in one embodiment the fuel may be a single fuel type, 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 gas. Suitable liquid fuels may be diesel (conventional, biodiesel, hydrogen derived renewable diesel or hydrogenated renewable diesel (HDRD) and the like), gasoline, kerosene, dimethyl ether (DME), alcohols 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 include stored energy as used herein. From this perspective, battery state of charge or compressed gas sources, flywheels, fuel cells, and other types of non-conventional fuel sources may be included.

The controller may control the conduction of current between the energy assembly and the traction motor. For example, the controller may control operation of the motor, the energy component, circuitry (e.g., switches) between the motor and the energy component, etc., during the different modes of operation to control conduction of current from the energy component to the motor and/or from the motor to the energy component based on the mode of operation and one or more operating parameters.

The current may be stored in the energy component or may be directed to the resistor grid 80. The resistor grid may convert the current into thermal energy, which may be dissipated into the atmosphere. If the resistor grid is above the threshold temperature, additional energy may not be delivered to the grid, as an increase in temperature may cause degradation of the grid. Thus, the capacity of the system may be determined by monitoring the state of charge of the energy components, electrical system requirements, and/or grid temperature.

The engine may generate electric current through dynamic braking or regenerative braking, or in a dynamic braking mode of operation. During such operation, the traction motor may act as a shaft driven generator. At least a portion of the energy recovered during braking may be stored in the first and/or second energy components. The charging operation mode is shown in fig. 1. The controller may control when and/or how much current may be directed from the motor to the first and/or second energy components based on one or more operating parameters described herein. The controller may control the conduction of the current based on the amount of current that the traction motor may generate. The controller may control the conduction of the current based in part on a measured or estimated value of the rate at which the traction motor may generate the current. The generated estimate of the current rate may be based on one or more operating parameters. The operating parameters may include: braking rate or power, state or condition of the energy component, predicted energy generation for a partial stroke, etc. The energy generation predictions may be based on calculated, estimated, or known vehicle mass, vehicle speed, track grade, stopping distance, traction motor ratings, number of traction motors, etc. In one embodiment, the operating parameters may relate to the ability of power electronics associated with the vehicle to convert alternating current (AD) to Direct Current (DC), and/or to a direct current-to-direct current (DC-DC) converter, and/or to the ability of a direct current bus. Examples of different operating parameters may be described herein.

A sudden stop event may occur in the vehicle in which a strong braking force may be applied and the traction motor may generate current at a rate exceeding a threshold. The threshold may be determined by the first energy component for the rate at which the stored energy is able to receive current. The controller may direct current to the second energy component to store the energy when the rate of current may exceed a threshold. The second energy component may accept a greater current rate than the first energy component and thus may be more suitable for receiving current exceeding a threshold. The current may be sent to the second energy component until the rate drops below a threshold until the storage capacity of the second energy component may be reached, until a threshold amount of capacity of the second energy component may be reached, or the like. The remaining current may then be directed to the first energy component, the resistor grid, or a combination of both.

The vehicle may have a gradual braking force such that the traction motor generates current at a rate that does not exceed a threshold. In the event that the current does not exceed the threshold, the controller may direct the current to a first energy component capable of receiving the full current. The controller may direct current to the first energy component until the rate rises above a threshold until the storage capacity of the first energy component may be reached, until a threshold amount of capacity of the first energy component may be reached, or the like. The residual current may then be directed to a second energy component, a resistor grid, ground (e.g., through a steel wheel and into a rail), or a combination thereof.

A sudden stop event may occur in the vehicle, where a strong braking force may be required and the traction motor may generate an amount of current that exceeds a determined threshold. The threshold may be determined, at least in part, by an amount of current that the first energy component may receive to store energy. When the amount of current exceeds a threshold, the controller may direct current to the second energy component to store the energy. The second energy component may accept a greater amount of current than the first energy component and thus may be more suitable for receiving current exceeding a threshold. The current may be sent to the second energy component until the amount falls below a threshold until the storage capacity of the second energy component may be reached, until a threshold amount of capacity of the second energy component may be reached, or the like. The remaining current may then be directed to the first energy component, the resistor grid, or a combination of both.

The vehicle may have a gradual braking force such that the amount of current generated does not exceed a threshold. In the event that the current does not exceed the threshold, the controller may direct the current to a first energy component that may receive the full current. The controller may direct current to the first energy component until the amount increases above a threshold until the storage capacity of the first energy component may be reached, until a threshold amount of capacity of the first energy component may be reached, or the like. The remaining current may then be directed to the second energy component, the third energy component, or a combination of both.

The controller may direct current in the charging mode based on a state or condition of the energy component. When the state of the first energy component is good, the controller may first direct the current 100 to the first energy component. When the state of the first energy component deteriorates, the controller may first direct the current 200 to the second energy component. The state or condition of the first energy component may be evaluated given the age of the energy component, the number of charge cycles the energy component performs, the internal or external temperature of the energy component, whether the energy component may perform as intended, a combination of these characteristics, or other characteristics. For example, based on the age being greater than a threshold age, the first energy component may have a maximum state of charge that may be less than a threshold capacity, and/or the first energy component may not be operating as expected, the state of the first energy component may be considered deteriorating. When the first energy component may be in a degraded state, the controller may direct current to the second energy component until the second energy component is fully charged. The first energy component may be in a fully degraded state, wherein the first energy component may not be able to store any additional energy. In this case, no current can be directed to the first energy component. The first energy component may be in a partially degraded state, wherein the first energy component is still capable of storing energy, but at a lesser amount or rate than when the first energy component is in a good state. In a partially degraded state, the first energy component may still receive current, but only after the second energy component has received a first portion of the current.

The first energy component state or condition may be considered good where the battery cells of the first energy component are relatively new, the number of charging cycles is small, and the first energy component maximum state of charge may be greater than the threshold capacity. When the condition of the first energy component is deemed to be good, the controller may direct current to the first energy component until the first energy component is sufficiently charged. Once the first energy component is fully charged, the controller may then direct excess current to the second energy component, the third energy component, or a combination of both.

In one embodiment, the controller may direct the current based on the states of charge of the first energy component and the second energy component. In one embodiment, the controller may direct current to the first energy component when the charge amount of the first energy component is below a first threshold and the charge amount of the second energy component is above the first threshold. For example, where the first energy component has a low charge and the second energy component is fully charged, current may be directed to the first energy component to charge the first energy component. In one embodiment, the controller may direct current to the second energy component when the charge amount of the first energy component is above a first threshold and the charge amount of the second energy component is below the first threshold. For example, in the event that the first energy component is fully charged and the second energy component has a low charge, current may be directed to the second energy component to charge the second energy component. In one embodiment, the charge of the first energy component is below a first threshold and the charge of the second energy component is below the first threshold, the controller may first direct current to the second energy component to charge the second energy component above the first threshold, and then the controller may direct current to the first energy component to charge the first energy component above the first threshold. In one embodiment, the controller may direct current to the third energy component when the charge level of the first energy component is above the first threshold and the charge level of the second energy component is above the first threshold. For example, the controller may direct the residual current to the third energy component in the event that both the first energy component and the second energy component are sufficiently charged.

Based on the predicted energy generation of the upcoming portion of the travel of the vehicle, the controller may direct current to the first energy component and the second energy component. For example, depending on the trip plan, there may be some portion of the trip energy generation that may peak. Based on this peak in energy generation, the controller may direct a first portion of the charging current to the second energy component because the peak energy generation rate may exceed a threshold that the first energy component may receive. In one embodiment, the predicted energy generation for the partial stroke may be at or below a threshold current that the first energy component is capable of receiving. In this case, the controller may direct current to the first energy component, wherein the predicted energy generation may be at or below the threshold.

In one example, the controller may direct the current change to the first energy component and the second energy component based on detecting one or more of a wheel slip (wheel slip) event or a wheel slip (wheel slip) event. In some cases, the rotational speed of the vehicle wheels may be different from the rotational speed associated with "rolling contact" between the wheels and the route. In colloquial terms, this condition is referred to as wheel spin (spin) or slip if the peripheral speed of the wheel is faster than the vehicle speed, such as during hard acceleration, and wheel slip (slip) if the peripheral speed of the wheel is slower than the vehicle speed, such as during hard braking. Wheel slip or wheel slip may occur due to route conditions, wheel conditions, weather, debris, etc. Wheel slip may result in a reduced coefficient of friction between the wheel and the road. Wheel slip or wheel slip events may cause significant power to flow into the traction motors. The first energy assembly may not be able to accept a significant inflow, however, the second energy assembly may be able to accept a significant inflow caused by wheel slip or wheel slip. The controller may direct the current based on the wheel slip event or the wheel slip event and taking into account the predicted energy generation of the upcoming portion of the travel of the vehicle.

In a discharge mode of operation, the controller may control when and/or how much current may be directed from the first, second, and/or third energy components to the motor based on one or more operating parameters. For example, in response to an increase in load or demand of the traction motors (e.g., when the load or demand exceeds a demand threshold), the controller may direct current from the second energy component to one or more traction motors. If the demand or load exceeds the threshold, the controller may first direct current 201 from the second energy component to the motor and then subsequently direct current 101 from the first energy component to the motor. The second energy component may discharge current faster or more rapidly than the first energy component, but with a shorter discharge time. This may enable the controller to take advantage of the high power output capability of the second energy component to cope with situations such as sudden acceleration events, which require additional or high power output for a short period of time. Once this initial surge or demand can be met (in whole or in part) by the current from the second energy component, the controller can switch to direct energy from the first energy component to the motor. This may allow the motor to be initially powered by the second energy component during acceleration (where the second energy component may quickly release stored energy) and then power the motor using energy from the first energy component (where the first energy component may supply current for a longer period of time than the second energy component) or the third energy component.

The controller may initially power the one or more traction motors with a supply current from the first energy component when the demand of the one or more traction motors does not exceed the demand threshold. This may include events requiring a relatively low power output, and thus the first energy component may be more suitable than the second energy component or the third energy component to provide a relatively low power output.

In one embodiment, the controller may direct current in the discharge mode based on a state or condition of the energy component. When the condition of the first energy assembly is good, the controller may direct a first portion of the excitation current from the first energy assembly to the traction motor. The controller may direct a first portion of the current from the second energy assembly or the third energy assembly to the traction motor when the state of the first energy assembly deteriorates. The state or condition of the first energy component may be evaluated given the age of the energy component, the number of charge cycles the energy component performs, the internal or external temperature of the energy component, whether the energy component may perform as intended, a combination of these characteristics, or other characteristics. For example, based on the age being greater than a threshold age, the first energy component may have a maximum state of charge that may be less than a threshold capacity, and/or the first energy component may not be operating as expected, the state of the first energy component may be considered deteriorating. The controller may direct current from the second energy assembly or the third energy assembly to the traction motor when the first energy assembly is in a degraded state.

The controller may direct current from the first energy component and the second energy component to the traction motor based on the predicted energy demand of the upcoming portion of the travel of the vehicle. For example, depending on the trip plan, there may be a portion of the trip where the energy demand is expected to peak. Based on the peak energy demand, the controller may direct a first portion of the supply current from the second energy component because the peak energy demand rate may exceed a threshold that the first energy component may self-provide. The controller may supplement the desired demand with a second portion of the supply current from the first energy component. In one embodiment, the predicted energy demand of the partial stroke may be equal to or lower than a threshold current that the first energy assembly is capable of providing. In this case, the controller may direct current from the first energy component to the traction motor when the predicted energy demand is at or below the threshold.

FIG. 3 illustrates a flow chart of one example of an energy management method 300. The energy management method shown in fig. 3 is related to the charging mode. The method may represent operations performed by a controller of an energy management system. In step 302, a rate at which the traction motor is generating or is about to generate current may be determined. The rate may be determined based on a trip plan, predicted trip energy generation, an interrupt event (such as a sudden braking event), etc.

In step 304, a first portion of the current generated by the traction motor may be directed to the second energy component. The first portion of the current may have a higher energy, which may be more suitable for capture by the second energy component. The first energy component may not be able to fully capture and store the first portion of the current.

In step 306, a second portion of the generated current may be directed to the first energy component. The second portion of the current can be fully captured and stored by the first energy component. This method of directing a first portion of the charging current to the second energy component and directing a second portion of the charging current to the first energy component may facilitate energy capture and storage of the energy management system.

FIG. 4 illustrates a flow chart of one example of an energy management method 400. The energy management method shown in fig. 4 is related to a discharge mode or a power mode. The method may represent operations performed by a controller of an energy management system. In step 402, a demand for a traction motor to require supply current may be determined. The demand may be determined based on trip plans, predicted trip energy demands, acceleration events, and the like.

At step 404, a first portion of the supply current from the first energy component and the second energy component may be directed to the traction motor based at least in part on the determined demand. A first portion of the supply current may need to come from two energy components, where the required power may be relatively high and either energy component alone may not meet the demand. This may occur in the event that a sudden acceleration event requires high energy to be transferred to the traction motor.

In step 406, only a second portion of the supply current from the first energy component may be directed to the traction motor in response to the determined demand not exceeding the threshold. The threshold may be determined based on the energy that the first energy component is capable of providing alone. The first energy component can provide the full demand if the demand does not exceed the threshold. This may occur during a gradual acceleration event, where the energy demand may be relatively low and can be provided by one energy component. In the event that the energy demand exceeds the threshold, the second energy component may provide the required energy that may be above the threshold.

In one embodiment, the controller or system described herein may deploy a local data collection system and may use machine learning to implement the derived learning results. The controller may learn from the data set (including the data provided by the various sensors) and make decisions, by making data-driven predictions and making adjustments based on the data set. In an embodiment, machine learning may include performing a plurality of machine learning tasks, such as supervised learning, unsupervised learning, and reinforcement learning, by a machine learning system. Supervised learning may include presenting a set of example inputs and desired outputs to the machine learning system. Unsupervised learning may include a learning algorithm whose inputs are constructed by methods such as pattern detection and/or feature learning. Reinforcement learning may include a machine learning system executing in a dynamic environment and then providing feedback regarding correct and erroneous decisions. In an example, machine learning may include a number of other tasks based on the output of the machine learning system. In an example, the task may be a machine learning problem, such as classification, regression, clustering, density estimation, dimension reduction, anomaly detection, and the like. In an example, machine learning may include a variety of mathematical and statistical techniques. In examples, many types of machine learning algorithms may include decision tree based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic planning, support Vector Machines (SVMs), bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning Classifier Systems (LCS), logistic regression, random forests, K-Means, gradient boosting, K-nearest neighbor (KNN), a priori algorithms, and the like. In embodiments, certain machine learning algorithms may be used (e.g., to solve constrained and unconstrained optimization problems that may be based on natural choices). In one example, the algorithm may be used to solve the problem of mixed integer programming, where some components are limited to integer values. Algorithms and machine learning techniques and systems may be used in computing intelligent systems, computer vision, natural Language Processing (NLP), recommendation systems, reinforcement learning, building graphical models, and the like. In one example, machine learning may be used for determination, calculation, comparison, behavioral analysis, and the like.

In one embodiment, the controller may include a policy engine that may apply one or more policies. These policies may be based at least in part on characteristics of a given device or environment. With respect to control strategies, the neural network may receive input of a number of environment and task related parameters. These parameters may include, for example, operational inputs regarding the operating device, data from various sensors, location (position) and/or position data, etc. Based on these inputs, the neural network may be trained to generate an output representing an action or sequence of actions that the device or system should take to achieve an operational goal. During operation of one embodiment, the determination may be made by processing an input of a parameter through the neural network to generate a value at the output node specifying the action as the desired action. The action may be converted into a signal that causes the vehicle to operate. This may be achieved by back propagation, feed forward processes, closed loop feedback or open loop feedback. Alternatively, rather than using back propagation, the machine learning system of the controller may use evolutionary strategy techniques to adjust various parameters of the artificial neural network. The controller may use a neural network architecture whose function may not always be solvable with back propagation, e.g., a non-convex function. In one embodiment, the neural network has a set of parameters that represent the weights of its node connections. Multiple copies of the network are generated, parameters are then adjusted differently, and simulations are performed. Once the outputs of the various models are obtained, their performance may be evaluated using the determined success indicators. The best model is selected and the vehicle controller executes the plan to achieve the desired input data to reflect the predicted best result scenario. Furthermore, the success indicator may be a combination of optimization results, which may be weighted against each other.

In one embodiment, a system may include a controller, a first energy component, and a second energy component. The controller may control the conduction of the generated current from the one or more traction motors of the vehicle to the first energy component and the second energy component. The controller may control conduction of the generated current based at least in part on a measured or estimated value of the rate and/or amount of current that the one or more traction motors may generate. The controller may direct a first portion of the generated current to the second energy component and a second portion of the generated current to the first energy component based on a measured or estimated value of a rate and/or amount of the generated current generated by the one or more traction motors.

In one example, the controller may control the generated current output from the one or more traction motors to be conducted to at least one of the first, second, or third energy components of the vehicle during vehicle braking based on a health status of one or more of the first, second, and/or third energy components. The controller may also provide a notification in response to the health status of the one or more energy components reaching a predetermined value indicative of performance degradation. In response to the state of health of the first energy component reaching a predetermined value indicative of performance degradation, a controller may control conduction of the generated current output from the one or more traction motors to one or more of the second energy component or the third energy component during braking of the vehicle.

In one example, based on the state of charge of the first energy component or the second energy component, a controller may control current generated by the one or more traction motors during braking of the vehicle to be conducted to one or more of the first energy component, the second energy component, or a third energy component of the vehicle. Based on the predicted energy generation of the upcoming portion of the vehicle's journey, a controller may control the conduction of the generated current into one or more of the first energy component or the second energy component.

Based on the predicted energy generation of the upcoming portion of the vehicle's journey, a controller may control the conduction of the generated current into one or more of the first energy component or the second energy component in response to detecting one or more of a wheel slip event or a wheel slip event. Based on the predicted energy demand of the upcoming portion of the vehicle's journey, a controller may control the conduction of the generated current into one or more of the first energy component or the second energy component.

In one embodiment, a system may include a controller, a first energy component, and a second energy component. The controller may control the supply current to be selectively conducted from the first energy component and the second energy component of the vehicle to one or more traction motors of the vehicle. The controller may direct the supply current from the first energy component to the one or more traction motors before directing the supply current from the second energy component to the one or more traction motors at least partially in response to a demand of the one or more traction motors exceeding a demand threshold. The controller may direct the supply current from the second energy assembly to the one or more traction motors before directing the supply current from the first energy assembly to the one or more traction motors at least partially in response to a demand of the one or more traction motors not exceeding a demand threshold.

In one example, based on the activation speed of the third energy component, the controller may control conduction of the supply current output from one or more of the first energy component or the second energy component to the one or more traction motors during the acceleration event. The activation speed may be indicative of a time delay before the third energy component is operable to provide at least a portion of the supply current. Based on the predicted energy demand of the upcoming portion of the travel of the vehicle, a controller may control the conduction of the supply current output from one or more of the first energy component or the second energy component. The controller may control conduction of the supply current output from the third energy component based on an energy storage state of one or more of the first energy component or the second energy component.

In one embodiment, a method may include determining a rate at which one or more traction motors of a vehicle may generate current. The method may include directing a first portion of current that may be generated by one or more traction motors to a second energy assembly. The method may include directing a second portion of the generated current to a first energy component of the vehicle at least partially in response to the determined rate.

In one example, the method may include, during vehicle braking, directing current generated by one or more traction motors to one or more of the first, second, or third energy components of the vehicle based on a health status of one or more of the first, second, and/or third energy components. The method may include directing current generated by one or more traction motors to one or more of a first energy component, a second energy component, or a third energy component of the vehicle during vehicle braking based on a state of charge of the first energy component or the second energy component. The method may include providing a notification in response to the health status of the one or more energy components reaching a predetermined value indicative of performance degradation.

In one example, the method may include, in response to a health of the first energy component reaching a predetermined value indicative of performance degradation, directing current generated by one or more traction motors to the second energy component during vehicle braking. The method may include directing current into one or more of the first energy component or the second energy component based on a predicted energy generation of an upcoming portion of a journey of the vehicle. The method may include, based on the predicted energy generation of the upcoming portion of the vehicle's journey, directing the generated current into one or more of the first energy component or the second energy component in response to detecting one or more of a wheel slip event or a wheel slip event. The method may include directing current into one or more of the first energy component or the second energy component based on a predicted energy demand of an upcoming portion of a journey of the vehicle.

According to one example or aspect, a method may be provided that may include determining a demand for supply current that may be required by one or more traction motors of a vehicle. The method may include directing a first portion of the supply current from the first energy component and the second energy component to one or more traction motors based at least in part on the determined demand. The method may include directing only a second portion of the supply current from the first energy component to the one or more traction motors in response to the determined demand not exceeding the demand threshold.

As used herein, an element or step recited in the singular and proceeded with the word "a" or "an" does not exclude the plural of said elements or operations, unless such exclusion is explicitly recited. Furthermore, references to "one embodiment" of the present invention do not exclude the presence of additional embodiments comprising the described features. Moreover, unless explicitly stated to the contrary, embodiments "comprising," "including," "containing," "including," "having," "with," or "having" one or more elements with a particular attribute may include additional such elements not having that attribute. In the appended claims, the terms "including" and "in which" are used as the plain-english equivalents of the respective terms "comprising" and "in (wuerein)". Furthermore, in the following claims, the terms "first," "second," and "third," etc. are used merely as labels, and do not impose numerical requirements on their objects. Furthermore, the limitations of the following claims are not to be written in a means-plus-function format, nor are they intended to be interpreted in accordance with 35U.S. c. ≡112 (f), unless and until such claim limitations explicitly use the phrase "means for" and are followed by a functional statement without further structure.

The use of phrases such as "one or more … … and", "one … … or", "at least one … and" at least one … or "is meant to include only a single item associated with a phrase, at least one of each item used in connection with a phrase, or any item associated with a phrase or multiple ones of each item. For example, "one or more of A, B and C", "at least one of a, B, or C", and "at least one of A, B and C", each may represent (1) at least one a, (2) at least one B, (3) at least one C, (4) at least one a and at least one B, or (7) at least one a and at least one C.

The above description is 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 without departing from the scope thereof. While the dimensions and types of materials described herein define the parameters of the subject matter, they are exemplary embodiments. Other embodiments will be apparent to those of ordinary skill in the art upon reviewing the above description. The scope of the subject matter should, therefore, be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled.

This written description uses examples to disclose embodiments of the subject matter, including the best mode, and also to enable any person skilled in the art to practice embodiments of the 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. These 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.

Claims

1. An energy management system, comprising:

a controller configured to control conduction of generated current from one or more traction motors of a vehicle to the first energy component and the second energy component, the controller configured to control conduction of the generated current based at least in part on a measured or estimated value of a rate and/or amount of current generated by the one or more traction motors,

the controller is further configured to direct a first portion of the generated current to the second energy component and a second portion of the generated current to the first energy component based on the measured or estimated value of the rate and/or the amount of the generated current generated by the one or more traction motors.

2. The system of claim 1, wherein the controller is further configured to control the generated current output from the one or more traction motors to be conducted to one or more of the first, second, or third energy components of the vehicle during braking of the vehicle based on a health status of one or more of the first, second, and/or third energy components.

3. The system of claim 2, wherein the controller is further configured to provide a notification in response to the health status of the one or more energy components reaching a predetermined value indicative of performance degradation.

4. The system of claim 3, wherein the controller is configured to control conduction of the generated current output from the one or more traction motors to one or more of the second energy component or the third energy component during braking of the vehicle in response to the state of health of the first energy component reaching the predetermined value indicative of performance degradation.

5. The system of claim 1, wherein the controller is further configured to control conduction of the generated current generated from the one or more traction motors to one or more of the first, second, or third energy components of the vehicle during braking of the vehicle based on a state of charge of the first or second energy components.

6. The system of claim 1, wherein the controller is further configured to control conduction of the generated current into one or more of the first energy component or the second energy component based on a predicted energy generation of an upcoming portion of a journey of the vehicle.

7. The system of claim 1, wherein the controller is further configured to control conduction of the generated current into one or more of the first energy component or the second energy component in response to detection of one or more of a wheel slip event or a wheel slip event and based on a predicted energy generation of an upcoming portion of a journey of the vehicle.

8. The system of claim 1, wherein the controller is further configured to control the conduction of the generated current into one or more of the first energy component or the second energy component based on a predicted energy demand of an upcoming portion of the travel of the vehicle.

9. An energy management system, comprising:

a controller configured to control a supply current to be selectively conducted from a first energy component and a second energy component of a vehicle to one or more traction motors of the vehicle, the controller configured to direct the supply current from the first energy component to the one or more traction motors prior to directing the supply current from the second energy component to the one or more traction motors at least partially in response to a demand of the one or more traction motors exceeding a demand threshold,

The controller is configured to direct the supply current from the second energy component to the one or more traction motors before directing the supply current from the first energy component to the one or more traction motors at least partially in response to a demand of the one or more traction motors not exceeding the demand threshold.

10. The system of claim 9, wherein the controller is configured to control the conduction of the supply current output from one or more of the first energy component or the second energy component to the one or more traction motors during an acceleration event based on an activation speed of a third energy component, the activation speed being indicative of a time delay before the third energy component is operated to provide at least a portion of the supply current.