DE102019135285A1 - HYBRID DRIVE SYSTEM AND METHOD FOR CONTROLLING THE SAME - Google Patents

Abstract

A system for controlling a hybrid drive system includes a computer that is programmed to receive elevation and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source. The computer is also programmed to receive information about the current and predicted weather of the environment associated with the predefined route of the hybrid drive system, to determine a power requirement and a torque requirement of the hybrid drive system that correspond to the altitude and terrain along the predefined route associated with the hybrid drive system, that it generates a schedule to optimize at least one of multiple performance parameters of the hybrid drive system when the hybrid drive system is traveling along the predetermined route, and that it prefers the first energy source and / or the second energy source based on the transportation plan selects.

Description

The subject matter of the invention relates generally to hybrid vehicles and in particular to a hybrid locomotive energy management system and a method for controlling and / or using the system.

BACKGROUND

When operating a vehicle, e.g. a locomotive, some of the factors that a driver typically takes into account include environmental conditions, uphill or downhill gradients, track or route curvature, speed limits, vehicle size, weight of the load and distribution of this weight. Operation of the vehicle can be determined in part by a locomotive control system configured to automatically accelerate and brake the vehicle.

The locomotive control system, e.g. a trip optimization system can benefit from a database that shows track or route characteristics such as elevation and terrain details and locations. Such features can be entered into an optimization program that includes location elements for determining the position of the locomotive, elements for track characterization, sensors for measuring operating conditions and the like. The optimization program typically includes a description of locomotive performance, the performance of the locomotive's traction transmission, the consumption of energy from the motor fuel as a function of output power, and other features of the system performance that may enable modeling of the system performance. The optimization program can be an algorithm that is executed in a processor in order to optimize performance via a target function, which can include, for example, minimizing travel time, minimizing changes between performance settings (operating points, so-called notches) and minimizing emissions .

In conventional hybrid locomotive systems powered by an engine and a battery, a control system typically optimizes factors such as fuel consumption, NOx emission, battery charge level, without taking into account environmental weather conditions such as temperature and pressure at several different points along a route. Furthermore, conventional optimization programs, if not explicitly formulated for the operation of a hybrid locomotive system, run the risk that the battery and the engine are operated along the route without prior knowledge of the power and torque requirements for stable combustion at low temperature conditions, which can potentially result leads to higher fuel consumption and / or a reduced service life of the components.

Optimization programs for hybrid vehicles still have scope for improving energy efficiency.

SHORT DESCRIPTION

In one aspect of the subject matter of the invention, a system for controlling a hybrid drive system includes a computer that is programmed to receive elevation and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source. The computer is also programmed to receive information about the current and predicted weather of the environment associated with the predetermined route of the hybrid drive system, to determine a power requirement and a torque requirement of the hybrid drive system that correspond to the altitude and terrain along the predetermined route associated with the hybrid drive system that it creates a transportation plan to optimize at least one of several performance parameters of the hybrid drive system when the hybrid drive system is traveling along the predetermined route and that it prefers the first energy source and / or the second energy source based on the transportation plan selects.

According to another aspect of the subject matter of the invention, a method for controlling a hybrid drive system includes obtaining altitude and terrain information of a predetermined route to be traveled by the hybrid drive system, which includes a first energy source and a second energy source. The method further includes obtaining information about the weather of the environment along the predetermined route of the hybrid drive system, determining a power requirement and a torque requirement of the hybrid drive system that are associated with the altitude and the terrain along the predetermined route of the hybrid drive system, creating a transportation plan, which optimizes a plurality of operating parameters of the hybrid drive system when the hybrid drive system is traveling along the predetermined route, and the preferred selection of the first energy source and / or the second energy source based on the transportation plan.

According to yet another aspect of the subject of the invention, a comprises Drive system, a hybrid power source to provide power for driving the drive system via a power transmission line, the hybrid power source comprising an internal combustion engine (short motor) and an electric motor, the internal combustion engine with the power transmission line, a battery bank, which is coupled to the electric motor, a voting device and a computer is coupled. The selector is arranged to selectively couple the electric motor to the power transmission line.

The drive system also includes a computer configured to receive elevation and terrain information associated with a predetermined route for the hybrid drive system, which includes first and second energy sources, and to receive information about the weather in the area that are assigned to the predefined route of the hybrid drive system. The computer is also programmed to determine a hybrid drive system power and torque requirements associated with the altitude and terrain along the predetermined hybrid drive system route and to create a transportation plan to optimize at least one of the hybrid drive system performance parameters when the hybrid drive system travels along the predetermined route and that it preferably selects the first energy source and / or the second energy source based on the transportation plan.

In one aspect of the subject matter of the invention, a system for controlling a hybrid drive system includes a computer that is programmed to receive elevation and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source . The computer is also programmed to determine a power requirement and a torque requirement associated with the altitude and terrain along the predetermined route of the hybrid drive system, to create a transportation plan to control at least one of several performance parameters, and one in the hybrid drive system enable stable combustion at a low temperature when the hybrid drive system is moving along the predetermined route and that it preferably selects at least one of: first energy source and / or second energy source based on the transportation plan, at least one of: power requirement and torque requirement of the hybrid drive system to deliver.

According to another aspect of the subject matter of the invention, a method for controlling a hybrid drive system includes obtaining altitude and terrain information of a predetermined route to be traveled by the hybrid drive system, which includes a first energy source and a second energy source. The method also includes determining a power requirement and a torque requirement associated with the altitude and terrain along the predetermined route of the hybrid drive system, creating a transportation plan to control at least one of several performance parameters to provide stable combustion at low in the hybrid drive system Allow temperature when the hybrid drive system travels along the predetermined route, and preferentially select at least one of: power and torque requirements of the hybrid drive system.

According to yet another aspect of the subject matter of the invention, a hybrid drive system comprises a hybrid power source to provide power for driving the drive system via a power transmission line, the hybrid power source comprising an internal combustion engine and an electric motor, the internal combustion engine having the power transmission line, a battery bank, which is coupled to the electric motor, a voting device and a computer. The selector is arranged so that the electric motor is selectively coupled to the power transmission line. The computer is configured to receive elevation and terrain information associated with a predetermined route for the hybrid drive system, which includes a first energy source and a second energy source, and to determine a power requirement and a torque requirement, the altitude and the Terrain along the predetermined route of the hybrid drive system are assigned. The computer is also programmed to create a transportation plan to control at least one of several performance parameters and to enable stable, low-temperature combustion in the hybrid drive system as the hybrid drive system travels along the predetermined route and to at least one out : preferably selects the first energy source and / or the second energy source on the basis of the transportation plan in order to deliver at least one of: power requirement and torque requirement of the hybrid drive system.

Various other features will be apparent from the following detailed description and drawings.

Figure list

• 1 ist ein Blockdiagramm, das ein in einem Lokomotiventraktionssystem genutztes Hybridantriebssystem, welches Ausführungsformen des Gegenstands der Erfindung integriert, darstellt.
• 2 ist ein Blockdiagramm, das ein in einem Lokomotiventraktionssystem genutztes Hybridantriebssystem, welches eine alternative Ausführungsform des Gegenstands der Erfindung integriert, darstellt.
• 3 ist ein Blockdiagramm, das bei Integrieren von Ausführungsformen des Gegenstands der Erfindung in das Hybridantriebssystem von 1 hilfreich ist.
• 4 ist ein Flussdiagramm eines Verfahrens gemäß dem Gegenstand der Erfindung.
• 5 ist ein Blockdiagramm, das ein in einem Lokomotiventraktionssystem genutztes anderes Hybridantriebssystem, welches Ausführungsformen des Gegenstands der Erfindung integriert, darstellt.
• 6 ist ein Blockdiagramm, das ein in einem Lokomotiventraktionssystem genutztes anderes Hybridantriebssystem, welches eine alternative Ausführungsform des Gegenstands der Erfindung integriert, darstellt.
• 7 ist ein Blockdiagramm, das bei Integrieren von Ausführungsformen des Gegenstands der Erfindung in das Hybridantriebssystem von 5 hilfreich ist.
• 8 ist ein Flussdiagramm eines Verfahrens gemäß dem Gegenstand der Erfindung.

The drawings illustrate an embodiment of the subject of the invention. To A locomotive and track system is shown for better illustration, but other propulsion systems and routes of the propulsion system are included unless language or context indicate otherwise.

• 1 Figure 3 is a block diagram illustrating a hybrid propulsion system used in a locomotive traction system that incorporates embodiments of the subject of the invention.
• 2nd Fig. 4 is a block diagram illustrating a hybrid propulsion system used in a locomotive traction system that incorporates an alternative embodiment of the subject of the invention.
• 3rd FIG. 10 is a block diagram used when integrating embodiments of the subject invention into the hybrid drive system of FIG 1 is helpful.
• 4th is a flow diagram of a method according to the subject of the invention.
• 5 FIG. 12 is a block diagram illustrating another hybrid propulsion system used in a locomotive traction system that incorporates embodiments of the subject of the invention.
• 6 Figure 3 is a block diagram illustrating another hybrid propulsion system used in a locomotive traction system that incorporates an alternative embodiment of the subject of the invention.
• 7 FIG. 10 is a block diagram used when integrating embodiments of the subject invention into the hybrid drive system of FIG 5 is helpful.
• 8th is a flow diagram of a method according to the subject of the invention.

DETAILED DESCRIPTION

The subject matter of the invention includes embodiments that relate to route navigation systems. The subject matter of the invention comprises embodiments which relate to methods for creating optimized trips for a hybrid drive system.

Furthermore, the subject matter of the invention is described with reference to a hybrid engine of a locomotive as a non-limiting example. However, those skilled in the art will recognize that the embodiments and methods presented herein are generally broadly applicable to hybrid drive systems. These exemplary hybrid propulsion systems include purely battery powered locomotives within a set of standard locomotives, i.e. a configuration of a battery electric locomotive (BEL), where the batteries are not integrated into a single locomotive. Furthermore, a “vehicle” is used throughout this description both as a single integrated unit and for a group of several locomotives, one or more of which have an energy store, which may or may not be integrated in a locomotive with a motor and an energy storage unit. The definition of the term “vehicle” can additionally refer to heavy commercial vehicles, in which the energy storage units can be accommodated in a trailer that is connected to the tractor between the normal load trailers, whereby it essentially becomes a “truck trailer”. In other words, the definition of “hybrid vehicles” encompasses energy storage units that are not necessarily integrated into the only drive unit of a heavy truck, but can be present as separate, removable units. In addition, the definition of "vehicle" can also refer to all other vehicles including trucks / OHV / cars and autonomous vehicles. “Height and terrain” concern and include the information associated with the tracks such as slopes, track radius in curves, etc., on which a locomotive typically travels.

1 Figure 4 shows a representative arrangement for a locomotive integrated into a single unit and the large facilities used in several embodiments of the present subject matter of the invention, which typically includes an electric propulsion system. With regard to exemplary diesel-electric locomotives, an electric motor is always part of a drive system, with or without batteries. An exemplary electric drive system typically includes an engine (e.g., an internal combustion engine) that is connected to an alternator, which in turn is connected to the electric traction motors that provide the driving force required to rotate the train's wheels. In addition, several possible arrangements of the devices, systems and components described below are typically relevant for locomotives or large off-road vehicle applications, which reflect the use of electric drive for all specified routes.

In terms of 1 includes a hybrid drive system 10th , which integrates embodiments of the subject of the invention, a motor 16 with an alternator 17th which is connected via a series of corresponding power transmission lines 12th and a series of switching elements 20 a number of electric (traction) motors 18th supplied with electrical energy on the locomotive power network. The electric motor 18th is also about the range of switching elements 20 With a battery or bank of batteries 22 coupled. The series of switching elements 20 is as a set of switches 24th , 26 , 28 shown that selectively the electric motor 18th with the engine 16 or the battery 22 or both with the engine 16 as well as with the batteries 22 couple. The switches 24th , 26 , 28 , are selectively controlled by a control unit 30th controlled by a computer 32 is coupled.

2nd is an alternative embodiment that uses a separate battery-electric locomotive within an association. In this exemplary embodiment of the subject of the invention is the motor 16 with the electric motor 18th , as shown, via the alternator 17th by means of a power transmission line 12th coupled. In operation, the switches 24th , 26 , 28 of the hybrid drive system 10th the electric motor 18th selectively either via the alternator 17th or the battery bank 22 or both the engine 16 as well as the battery bank 22 with the engine 16 couple. For example, by closing the switch 24th and 26 and opening the switch 28 the motor 16 with the corresponding electric motor 18th coupled and can provide this with power. It is independent in the battery compartment by closing the switch 24th and 28 and opening the switch 26 the battery bank 22 with the corresponding electric motor 18th coupled and can draw power directly from it.

In another alternative embodiment of the object of the invention, for example in some passenger cars, the motor drive system can use a mechanical drive system. In such an embodiment of the subject of the invention, the motor 16 via mechanical gears with the electric motor 18th get connected. In these embodiments, the switches are 24th , 26 , 28 around mechanical clutches, gear trains and the like, which are configured to match the electric motor 18th transmit mechanical power.

1 and 2nd illustrate a computer 32 configured to receive information from a location element 34 , a track characterizing element 36 and sensors 38 receives. A control algorithm 40 works inside the computer 32 and is configured to create a transportation plan in accordance with embodiments of the subject of the invention. The hybrid drive system 10th is on a track 42 positioned, and information can be received via wireless communication from a traffic control or an exemplary trackside position 44 to the hybrid drive system 10th be transmitted. The control algorithm 40 is used to calculate an optimized transportation plan based on both the current and predicted environmental conditions and parameters of the hybrid propulsion system 10th , the track 42 based, such as the number of weather forecast conditions such as temperature and pressure forecasts at several points of the route, a number of locomotives, total load and the like. The control algorithm 40 also takes into account operational goals, which may include selecting the power source in various weather conditions, travel time, setting maximum power, maximum speeds, exhaust emissions, a number of gas changes of the hybrid drive system, or the like.

In an exemplary embodiment, the transportation schedule is based on models of the behavior of the train when the hybrid propulsion system is moving 10th along the track 42 as a solution of nonlinear, differential equations derived from physics with simplifying assumptions in the control algorithm 40 are provided. The control algorithm 40 has access to the location element information 34 , the element for track characterization 36 , a given route 52 ( 2nd ), a weather forecast information module including a temperature forecast module 54 and a print prediction module 56 and / or sensors 38 to create the transportation plan, minimizing fuel consumption while keeping emissions within acceptable limits, setting a desired travel time, and / or ensuring adequate staff deployment time.

The control unit 30th controls the switches 24th , 26 , 28 according to the control algorithm 40 while following the transportation schedule and connects the electric motor 18th with the engine 16 or separates it from this and / or connects the electric motor 18th with the battery bank 22 or separate him from it. In one embodiment of the subject matter of the inventors, the control unit hits 30th autonomous decisions about train operation, in another embodiment the driver can be concerned with steering the train in such a way that it follows the transport plan.

According to one embodiment of the object of the invention, the transportation schedule can be changed in real time during execution. Thus, in the case of a long distance, an initial plan can be determined, but due to the complexity of the plan optimization control algorithm 40 and changing conditions, the plan can be modified accordingly. The control algorithm 40 can also be used to segment the mission, whereby the mission can be divided by waypoints. Although only a single control algorithm 40 When discussed, those skilled in the art will readily recognize that more than one control algorithm 40 can be used in series or in parallel.

3rd shows an exemplary representation of a block diagram of a system 50 for controlling a hybrid drive system 10th ( 1 ). In one embodiment of the present subject matter of the invention, the hybrid drive system is a locomotive. The hybrid drive system 10th comprises a first energy source 16 and a second source of energy 22 . In an exemplary embodiment of the present subject matter of the invention, the first source is the motor 16 and the second source is the battery bank 22 . The system 50 also includes the exemplary computer 32 which is programmed to provide altitude and terrain information corresponding to a given route 52 for the hybrid drive system 10th are assigned. The computer 32 is also programmed to provide environmental weather information corresponding to the given route 52 assigned to the hybrid drive system. The ambient weather information includes temperature information 54 and printing information 56 . The ambient temperature information can be the current temperature conditions and / or the predicted temperature conditions. Analogously, the ambient pressure information can be the current pressure conditions and / or the predicted pressure conditions.

The computer 32 is also programmed to have a promotion plan 62 created a set of performance parameters of the hybrid drive system 10th optimized while the hybrid drive system is along the given route 52 moving, and either the engine or the battery bank, or both on the transportation schedule 62 prefers to choose.

In addition, the computer 32 programmed to create the promotion plan based on an objective function that factors of interest such as the power requirement 64 and the torque requirement 66 along the given route 52 , the life of the engine as an exemplary embodiment of a first energy utilization system that uses the motor fuel as an energy source for the power and torque requirements of the hybrid drive system 10th uses, life of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system 10th , State of charge of the battery bank, driving time, maximum power setting, speed limit and for the hybrid drive system 10th prescribed exhaust gas limit values. In another embodiment of the subject of the invention, various other performance parameters such as the consumption of energy from the motor fuel and the battery charge as a function of output power, performance data of the locomotive, performance of the traction system and cooling properties of the hybrid drive system 10th in optimizing the transportation plan 62 be taken into account.

In another embodiment of the subject of the invention, the computer can 32 be prompted to the promotion plan 62 based on the ambient weather conditions that occur while the drive system is traveling from a first point to a second point. The computer 32 is configured to receive altitude, terrain, and weather information from a computer that is remote from the hybrid drive system.

As shown, instructions are entered specifically for planning a trip either on board or from a remote location, such as a driver service with instructions. Such input information includes, inter alia, the monitoring equipment on board or outside the hybrid drive system 10th are recorded.

Based on the specification data, an optimal plan is made, which shows the fuel consumption as a function of speed limits, emission limit values, the life of the engine as an exemplary embodiment for a first energy use system that uses the motor fuel as an energy source for the power and torque requirements of the hybrid drive system, the life of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system, the state of charge of the battery bank and the like, along the route, with the desired start and end times minimized, calculated to provide a schedule for the selection of the power source for the Create ride. According to a preferred embodiment of the subject of the invention and as will be discussed later, the schedule for the choice of the power source for the journey comprises periods in which the preferred selection of the power source is promoted in order to use the prior knowledge of the weather conditions caused by the temperature - and pressure conditions along the route of the hybrid drive system 10th are illustrated. The schedule contains the schedule for the choice between the engine and the batteries along with optimal speed and power operating point settings that the train is to maintain, expressed as a function of distance and / or time, and such operating limits of the train, including but not limited to maximum Operating point power and braking settings, speed limits as a function of location and the amount of fuel expected and the emissions generated.

In another embodiment, the computer can 32 Instead of the conventional discrete operating point power settings, select a stepless power setting that is optimal for the selected schedule to choose the train position, the description of the association (i.e. one or more locomotives in succession), the description of locomotive performance, characteristic values of regenerative braking, the performance behavior of the traction transmission of the locomotive , Energy consumption from motor fuel as a function of output power, cooling properties, the planned route (actual track inclination and curvature as a function of milestone or a component "actual inclination" to take the curvature into account in accordance with normal railway practice), the train, represented by the composition and loading the car together with effective air resistance coefficients, desired driving parameters including, but not exclusively, the departure time and location, end location, desired travel time, identification of the crew (operator and nd / or driver), end time of the shift of the team and route.

This data can be sent to the hybrid drive system 10th be made available in various ways, e.g. B. - without being limited to this - by manual input of this data by the operator into the hybrid drive system 10th via an on-board display, by inserting a storage medium, such as. B. a memory card and / or a USB drive, which contains the data, in a container on board the locomotive or by transmitting the information via wireless communication from the driver service or a trackside location 44 (in 1 shown), such as. B. a track signal device and / or a trackside device to the hybrid drive system 10th . The load characteristics of the hybrid drive system 10th (e.g. aerodynamic drag) may change along the route (e.g. with altitude, ambient temperature and the condition of the rails and railcars) and the plan can be updated as necessary to reflect such changes, e.g. . B. by autonomous real-time detection of the locomotive / train conditions. These include e.g. B. Changes in the properties of the hybrid drive system 10th that was determined by the power source. For example, if a schedule for choosing the optimal power source specifies a power setting that is between the conventional operating point setting, e.g. B. at an effective operating point 6 , 8th , lies, the hybrid drive system 10th instead of setting the operating point 7 to work with a performance that is at the effective operating point 6 , 8th agrees to further improve its efficiency.

The procedure used to calculate the schedule for choosing the optimal power source can be any number of methods for computing a power sequence that the hybrid drive system 10th drives to fuel depending on locomotive operating conditions, engine life as an exemplary embodiment of a first energy usage system that uses the engine fuel as an energy source for the power and torque requirements of the hybrid drive system 10th uses, life of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system 10th To minimize battery bank state of charge, emissions, schedule constraints, or the like. In some cases, the schedule for choosing the optimal power source may be close enough to a predetermined schedule due to the similarity of the train configuration, route, and environmental conditions. In these cases, it may be sufficient to look up and track the drive trajectory in a database with already carried out transportation plans. If a previously calculated plan is not available or suitable, methods of calculating a new plan include, among other things, directly calculating the schedule for choosing the optimal power source using differential equation models that approximate the physics of the train's movement. The setup includes the choice of a quantitative objective function or a weighted sum (integral) of model variables, such as the driving time, the rate of fuel consumption, the maximum power settings, the speed limits, the emission generation plus a term for punishing excessive throttle valve change or back and forth as examples correspond.

Depending on the target planning at a given time, the problem can e.g. be set up flexibly, for example to minimize fuel subject to restrictions in emissions and speed limits or to minimize emissions subject to restrictions in fuel consumption and arrival time. It is also possible, e.g. set a goal to minimize total travel time without restricting total emissions or fuel consumption if such relaxation of the restrictions on use would be permitted or required.

With the help of this model, an optimal control formulation is created in order to minimize the quantitative objective function, subject to restrictions such as speed limits and minimum and maximum power settings (throttle valve). Depending on the target planning at a given time, this can The problem can be set up flexibly to minimize fuel subject to restrictions in emissions and speed limits or to minimize emissions subject to restrictions in fuel consumption and arrival time.

A control strategy for the hybrid drive system is in operation 10th used both its power and torque requirements by the engine 16 or the batteries 22 or to deliver both based at least in part on environmental conditions (temperature and pressure). If the environmental conditions are known in advance, a transport plan can be made 62 implemented, which uses the battery and / or the engine power preferentially to reduce fuel consumption and to extend the life of the engine and / or the battery.

In particular, the exemplary computer 32 programmed in such a way that he uses the knowledge of an upcoming trip and environmental conditions to prefer to choose how power from the engine 16 and the battery 22 should be used. For example, knowledge of the specific elevation or altitude requirements associated with a trip can usually provide an indication of the ambient pressure along the specified route 52 give. In one embodiment of the present subject matter of the invention, the relevant control strategy can choose to operate the motor relatively less in higher altitudes and thus save the battery for the same conditions. This can lead to less wear on the engine components, as higher positions put more stress on the turbocharger and other components. In addition, the efficiency of the engines typically decreases at higher altitudes and therefore using batteries instead of engines can lead to improved fuel consumption. Similar compromises can be made in different ambient temperature conditions. An example of a control strategy can consist, for example, of operating the batteries less at high ambient temperatures and thereby extending their service life. In other words, a particular trip could only operate the batteries when needed and / or only when the temperature is not too hot or too cold.

The reference to emissions in connection with an embodiment of the present subject matter of the invention refers to cumulative emissions generated in the form of nitrogen oxides (NOx), unburned hydrocarbons, particles and / or the like. If a major goal during a transportation job is to reduce total emissions, the control algorithm can 40 created or modified to account for this destination in conjunction with improved overall fuel efficiency. An important flexibility in determining the optimization is that some or all of the destinations can vary depending on the geographic region or application. For example, for a high priority train, the minimum time on a route may be the only destination because it is high priority traffic. In another example, emissions could vary from state to state along the planned train route.

Further with reference to 3rd once the optimized transportation schedule 62 is created, performance commands are generated to implement the plan. In one embodiment of the present subject matter of the invention, depending on the operating configuration, a command is for the locomotive to follow the command for optimized performance to achieve optimal speed. The subject of the invention is obtained from the locomotive association of the hybrid drive system 10th Information about actual speed and performance. Due to the inevitable approximations in the models used for the optimization, a closed loop calculation of the corrections of the optimized performance is achieved in order to track the desired optimal speed. Such corrections to train operating limits can be done automatically or by the driver who usually has ultimate control over the train.

The control algorithm monitors during operation 40 continuously system efficiency and continuously update the transportation plan based on the actual measured efficiency whenever such an update would improve driving performance. The revision of an existing transportation plan or the complete rescheduling of the calculations can be carried out entirely in the locomotive (s) or in whole or in part to a remote location such as e.g. B. in the dispatcher or in the trackside handling facilities, where wireless technology to transmit the plans to the hybrid drive system 10th is used. The subject of the invention can also generate efficiency trends that can be used to develop locomotive fleet data regarding the efficiency transfer functions. The fleet-wide data can be used when determining the original transport plan and can be used for the network-wide optimization compromise, taking into account the locations of several trains.

Many events in daily operation can lead to the fact that a currently executed plan has to be created or changed if the same destinations are to be kept and if a train is not for the planned encounter with one another train or the planned passage of another train is on time and needs to catch up time. The actual speed, power and position of the locomotive is used to make a comparison between a planned arrival time and the currently estimated (predicted) arrival time based on the remaining part of the transportation schedule. The schedule is adjusted based on a difference in times and a difference in parameters (recognized or changed by the driver or the driver). This adjustment can be made automatically or manually, depending on how a rail company wants to have handled such deviations from the plan. Whenever a plan is updated, such as the arrival time, additional changes may be included at the same time, such as new future changes in speed limits that could affect the feasibility of retrieving the original plan. In such cases, if the original transportation schedule cannot be followed or, in other words, the train is unable to reach the destinations of the original transportation schedule, as explained herein, the vehicle operator and / or the remote facility or service provider may be others Promotion plans are presented.

The revision of an existing transport plan or a complete rescheduling can also take place if a change of the original goals is desired. Such a plan revision or complete rescheduling can either be at fixed, pre-planned times, manually at the discretion of the driver or the dispatcher or autonomously when predetermined limits are exceeded, such as. B. the operating limits of the train. For example, if the current plan execution exceeds more than a certain threshold, such as thirty minutes, in one embodiment of the present object of the invention, is delayed, based on the new set of parameters, the trip can be rescheduled to account for the delay, which in turn is based on minimizing the total fuel consumption for the remaining part of the trip. Other triggers for rescheduling may also be considered based on the performance of the service association, including, but not limited to, arrival time, loss of horsepower due to device failure, and / or temporary device malfunction (e.g., operation too hot or too cold ) and / or the detection of gross configuration errors, e.g. B. at the assumed tensile load. This means that if the change reflects an impairment in locomotive performance for the current journey, this can be taken into account in the models and / or equations used in the optimization.

Changes in plan goals may also result from a need to coordinate events where the plan for one train affects another train's ability to reach the goals, and a decision at another level, e.g. B. the dispatcher, is required. For example, the coordination of encounter and passing can be further optimized through communication between the trains. If a train z. B. knows that it is behind schedule to reach a meeting and / or passing location, communications from the other train may notify the delayed train (and / or the dispatcher). The driver can then information about delays in the computer 32 enter, the control algorithm 40 recalculated the train's schedule, thus optimizing and minimizing fuel consumption using planned regenerative braking. The control algorithm 40 can also be used at a high level, ie at the network level, so that a dispatcher can determine which train should slow down or be faster if a time limit for scheduled meeting and / or passing cannot be met. As explained here, this is accomplished by the trains sending data to the dispatcher to prioritize how each train should change its planning destination. Depending on the situation, a choice could depend on either schedule or fuel saving benefits.

The control algorithm can be used for each of the manually or automatically triggered new plans 40 provide the driver with more than one transportation plan. In an exemplary embodiment of the present subject matter of the invention, the control algorithm 40 typically provide the driver with various schedules for the choice of power source so that the driver can select the arrival time and understand the corresponding effects on the fuel and / or the emissions. Such information can also be made available to the dispatcher for a similar consideration, either as a simple list of alternatives or as several compromise curves.

In one embodiment of the present subject matter of the invention, the ability to learn and adapt to important changes in the train and performance association remains, which can either be integrated into the current plan and / or for future plans. One of the triggers mentioned above is the loss of PS. When building up PS over time, either after a loss of PS or at the start of a journey, a transition logic is used to determine when the desired PS number has been reached.

Regardless of the combination of the defined objective functions and the combination of performance parameters of the hybrid drive system that are used to optimize a transportation plan, overall fuel efficiency can be improved by promoting regenerative braking on parts of the route. When planning a schedule for the selection of power sources for the journey, when revising an existing transport plan or with a complete rescheduling, an optimized schedule for the selection of power sources for the journey can be as in 3rd outlined can be achieved.

Referring now to 4th is a method of controlling a hybrid drive system as a method 70 shown, according to a preferred embodiment of the object of the invention. Procedure 70 begins with getting elevation and terrain information 72 a given route 52 for the hybrid drive system 10th , as in 1 and 2nd is shown. The procedure 70 also includes obtaining environmental weather information 74 along the given route 52 of the hybrid drive system 10th . The ambient weather information includes current and / or predicted information about temperature and pressure values along the specified route 52 .

The procedure 70 also includes the creation of a promotion plan 76 , which is a set of operating parameters of the hybrid drive system 10th optimized while the hybrid drive system 10th along the given route 52 moved. The transportation plan is typically created based on an objective function that includes parameters such as battery life, engine life, battery state of charge (SOC), travel time, maximum power setting, speed limit, and exhaust emissions from the hybrid drive system.

In one embodiment of the subject of the invention, the method comprises 70 Obtaining objective driving criteria that limit optimization. The objective driving criteria can include a driving time, a maximum power setting, a speed limit and exhaust gas emissions from the hybrid drive system. The transportation plan can also be created and optimized by promoting or promoting regenerative braking to optimize energy stored in the batteries. Such optimization can, according to the subject matter of the invention, be independent of the pulse or braking requirements of the hybrid drive system 10th take place during driving periods. The optimized transport plan can also include the use of the batteries during parts of the journey, so that sufficient storage capacity is available in the batteries before a period of regenerative braking. An entire trip can be optimized in terms of fuel consumption and overall fuel efficiency improved by creating a transport plan that promotes regenerative braking during parts of the trip that would otherwise not be regeneratively braked, while fulfilling the primary objective driving criteria.

The procedure 70 further includes preferably choosing the use of the motor and / or batteries as in step 78 based on the optimized transportation plan 62 . A number of performance parameters are taken into account when optimizing the transportation plan. Exemplary and non-limiting performance parameters include the consumption of energy from the first and second fuels as a function of output power, locomotive performance data, performance of the traction gear of the drive system and the cooling properties of the hybrid drive system. Furthermore, the procedure 70 obtaining vehicle related information, which may include, but is not limited to, the number of locomotives, the total load, and the like. The performance behavior parameters can include, for example, locomotive performance data, regenerative braking behavior, performance of the locomotive traction transmission, consumption of energy from the motor fuel as a function of output power and cooling properties of the hybrid drive system. The route data obtained may include a single route from a first point to a second point or multiple routes between the points. The route data obtained may include elevation and terrain data or incline information extracted and used to optimize the transportation plan in accordance with the subject matter of the invention.

Controlling the hybrid drive system 10th as in procedures 70 includes the revision of an existing transportation plan or the complete rescheduling of the transportation plan based on environmental conditions while the propulsion system is moving 10th from one point to another along its given route 52 occur. In one embodiment of the present subject matter of the invention, the hybrid drive system is a locomotive and the control method 70 can be adjusted accordingly.

In operation, a remote device, such as a dispatcher, can provide information in accordance with an embodiment of the present Subject of the invention and thus the height and terrain information as in step 72 and the ambient weather information as in step 74 received from a computer remote from the hybrid drive system. As shown, such information is sent to a control unit 30th delivered.

In addition, the control unit 30th with a database with locomotive modeling information, information from a track database, such as B. Information about track inclination and speed limits, estimated train parameters, such as B. train weight and drag coefficients, fuel tables from a fuel rate estimator and battery models, the battery efficiency and energy recovery z. B. describe during regenerative braking, are supplied.

In practice, the control unit delivers 30th typically information to a planner, and a transportation plan is calculated accordingly. After calculating a transportation plan, the plan becomes a driving consultant, driver or control unit 30th made available. The control unit 30th is coupled to a battery management module that charges and discharges the battery bank 22 according to that of the control unit 30th controls the executed transportation plan. The promotion plan is also the control unit 30th fed so that this can compare the trip when submitting further new data.

In one embodiment of the object of the invention, the control device 30th automatically set an operating point power, either a predetermined operating point setting or an optimal continuous operating point setting. In addition to providing a speed command to the hybrid drive system 10th a display is provided so that the driver can see the recommendation of the planner. The driver also has access to a control panel. The driver can use the control panel to decide whether he wants to use the recommended operating point power. For this purpose, the driver can limit a desired or recommended performance. This means that the driver has the final decision-making power at all times regarding the power setting with which the locomotive association is operated. This also includes the decision whether the hybrid drive system 10th in changing weather conditions, such as operation in cold or hot areas, the motor or batteries supply the required power. If information from trackside systems cannot be electronically transmitted to a train and the driver perceives visual signals from the trackside systems instead, the driver issues commands based on the information and visual signals from the trackside systems contained in the track database.

Based on how the hybrid drive system works 10th information regarding fuel measurement is provided to the fuel rate estimator. Since direct measurement of fuel flows in a locomotive group is typically not available, information about fuel consumption during a trip and projections into the future that follow optimal plans are obtained using calibrated physical models as used in developing the optimal plans. carried out. Such predictions may include, but are not limited to, using measured gross horsepower and known fuel characteristics to derive cumulative fuel consumption.

In one embodiment of the present subject matter of the invention, the hybrid drive system 10th have an exemplary location element, such as a GPS sensor, and location information can be supplied to a train parameter estimator. Such information may include GPS sensor data, traction / braking force data, braking status data, speed, and changes in speed data, among others. With information about incline and speed limits, train weight and drag coefficient information are sent to the control unit 30th delivered.

The object of the invention can also enable the use of stepless performance during the entire optimization planning and the implementation of the regulation. In a conventional locomotive, the power is typically quantized to eight discrete levels. Modern locomotives can implement a continuous change in performance, which can be integrated into the optimization processes described above. The hybrid drive system can with stepless performance 10th Further optimize operating conditions, for example by minimizing auxiliary consumers and power transmission losses, and fine-tuning engine power areas with optimal efficiency or to points with increased emission margins. Examples include minimizing losses in the cooling system, adjusting generator voltages, adjusting engine speeds, and reducing the number of driven axles. In addition, the hybrid drive system 10th use the track database and the predicted performance requirements to minimize secondary consumers and power transmission losses in order to achieve optimal efficiency for the desired fuel consumption / emissions. Examples of this include reducing a number of driven axles on level ground and the pre-cooling of the locomotive engine before entering a tunnel.

The subject of the invention can also use the track database and the predicted performance to adjust the locomotive performance, e.g. B. to ensure that the train has sufficient speed when approaching a hill and / or tunnel. For example, this could be expressed as a speed limit at a particular location that becomes part of the optimal plan. In addition, the control algorithm 40 Train handling rules included, such as: B., but not only, tractive force ramp rates and maximum braking force ramp rates. These can be integrated directly into the formulation for the optimal schedule for the selection of the power source for the journey or alternatively into the controller that is used to control the power application in order to achieve the desired speed.

In a preferred embodiment, the control algorithm 40 only installed on a leading locomotive of the train association. Interaction with several trains is not excluded, however, and two or more independently optimized trains can be controlled in accordance with the subject matter of the invention.

Trains with decentralized power systems can be operated in several different modes. One mode is that all locomotives on the train work with the same operating point command. So if the leading locomotive orders driving with N8, all units on the train are instructed to generate power for driving with N8. Another operating mode is the "independent" control. In this operating mode, locomotives or locomotive groups distributed across the train can be operated with different drive or braking powers. For example, when a train climbs a mountain peak, the leading locomotives (on the mountain slope) can be caused to brake, while the locomotives can drive in the middle or at the end of the train (on the slope of the mountain). This is done to minimize the tensile forces on the mechanical couplings that connect the wagons and locomotives. Traditionally, the operation of the decentralized power system in "independent" mode required the driver to manually control each remote locomotive or group of locomotives using a display in the leading locomotive. Using the physics-based planning model, train configuration information, on-board track database, on-board operating rules, location system, real-time power / brake control, and sensor feedback, the system must automatically operate the decentralized power system in "independent" mode.

When operating with decentralized power, the driver in a leading locomotive can control the operating functions of the remote locomotives in the remote associations via a control system, such as a decentralized power control element. For example, when operating with decentralized power, the driver can instruct each locomotive group to work with a different operating point power level (or one group could be in driving mode and another in braking mode), with each individual locomotive in the locomotive group working with the same operating point power. In an exemplary embodiment in which the control algorithm 40 installed in the train, preferably in conjunction with the decentralized power control element, the control algorithm 40 Communicate this performance setting to the remote locomotive associations for implementation if an operating point performance level is desired for a remote locomotive association as recommended by the optimized transport plan. The same applies to braking.

The control algorithm 40 can be used in associations where the locomotives do not adjoin each other, e.g. with one or more locomotives in front, others in the middle and back for the train. Such configurations are referred to as decentralized performance, with the standard connection between the locomotives being replaced by a radio connection or an auxiliary cable in order to connect the locomotives externally.

In an exemplary embodiment in which the object of the invention is installed on the train, preferably in conjunction with the decentralized power control element, the control algorithm 40 typically communicate this power setting to the remote locomotive associations for implementation when an operating point power level is desired for a remote locomotive association as recommended by the transportation plan. The same applies to braking. When operating with decentralized power, the optimization problem described above can be expanded by additional degrees of freedom, since each of the remote units can be controlled independently of the main unit. This has the advantage that additional goals or restrictions regarding the forces on the train can be included in the performance function, provided that the model for the representation of the forces on the train is also included. Thus, the subject matter of the invention may include the use of multiple throttle levers to better control train forces, fuel consumption and emissions. In such an embodiment, the travel optimization with integrated weather improves the Overall fuel efficiency, for example by delivering power from the engine to one locomotive and simultaneously from the batteries to another locomotive.

In the case of a train using an association manager, the leading locomotive in a train association can work with a different operating point power setting than other locomotives of this association. The other locomotives in the group work with the same operating point power setting. The subject of the invention can be used in conjunction with the Association Manager to request operating point power settings and commands for regenerative braking for the locomotives in the association. Thus, based on the subject matter of the invention and as an example, since the association manager divides a locomotive association into two groups, namely the leading locomotive and the trailing units, the leading locomotive is ordered to work with a certain operating point performance, and the trailing locomotives commanded to work with another particular operating point power. In an exemplary embodiment, the decentralized power control element may be the system and / or the device in which this operation is housed.

The control algorithm can also be used when using a dressing optimizer in a locomotive dressing 40 used in conjunction with the association optimizer to determine the operating point performance for each locomotive in the locomotive association and thus provide the total net power required. For example, suppose that a transportation plan recommends setting the operating point power to 4 for the locomotive association. Based on the location of the train, the association optimizer will take this information and then determine the operating point performance setting for each locomotive in the association. This implementation improves the efficiency of setting the operating point power settings over the communication channels within the train. In addition, as explained above, this configuration can be implemented using the decentralized control system.

In addition, the driving optimization algorithm described herein, in one embodiment of the subject of the invention, may force the motor to operate in less efficient modes (such as peak performance of the engine in connection with removal from the batteries) for periods of the drive ). This operation can serve to make up for lost time or to create an additional acceleration capability that cannot be achieved by internal combustion engines alone. In such embodiments, there may be short periods with reduced efficiency, but the overall efficiency is improved because the trip optimizer takes full account of the combined efficiencies during the planned trip.

In addition, the control algorithm, as already explained, can be used for continuous corrections and revisions of an existing transport plan or for the complete rescheduling with regard to when the train association uses which power source, based on pending things of interest, such as. B., but not only, level crossings, slope changes, approaching rail connections, approaching depots and approaching petrol stations, where each locomotive in the group may require a different braking option. For example, if the train comes over a hill (at a higher altitude and usually at a lower temperature, with possible exceptions), the leading locomotive can be powered by batteries, while the distant locomotives that have not yet reached the top of the hill, must remain in an engine-operated condition and must be supplied with power from the engine.

A technical contribution to the disclosed method and apparatus is that it provides a computer configured to operate a hybrid drive system and access a navigation database system and a method of using the system.

According to one embodiment of the subject matter of the invention, a system for controlling a hybrid drive system includes a computer that is programmed to receive elevation and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source . The computer is also programmed to receive information about the current and predicted weather of the environment associated with the predetermined route of the hybrid drive system, to determine a power requirement and a torque requirement of the hybrid drive system that correspond to the altitude and terrain along the predetermined route associated with the hybrid drive system that it creates a transportation plan to optimize at least one of several performance parameters of the hybrid drive system when the hybrid drive system is traveling along the predetermined route and that it prefers the first energy source and / or the second energy source based on the transportation plan selects.

According to another embodiment of the object of the invention, a method for controlling a hybrid drive system comprises the Obtaining height and terrain information of a predetermined route, which is to be covered by the hybrid drive system, which comprises a first energy source and a second energy source. The method further includes obtaining information about the weather of the environment along the predetermined route of the hybrid drive system, determining a power requirement and a torque requirement of the hybrid drive system that are associated with the altitude and the terrain along the predetermined route of the hybrid drive system, creating a transportation plan, that optimizes the multiple performance parameters of the hybrid drive system as the hybrid drive system travels along the predetermined route, and the preferred choice of the first energy source and / or the second energy source based on the transportation plan.

According to yet another embodiment of the subject of the invention, a drive system comprises a hybrid power source to provide power for driving the drive system via a power transmission line, the hybrid power source comprising an internal combustion engine and an electric motor, the internal combustion engine having the power transmission line, a battery bank, which is coupled to the electric motor, a voting device and a computer. The selector is arranged so that the electric motor is selectively coupled to the power transmission line.

The drive system also includes a computer configured to receive elevation and terrain information associated with a predetermined route for the hybrid drive system, which includes first and second energy sources, and to receive information about the weather in the area that are assigned to the predefined route of the hybrid drive system. The computer is also programmed to determine a hybrid drive system power and torque requirements associated with the altitude and terrain along the predetermined hybrid drive system route and to create a transportation plan to optimize at least one of the hybrid drive system performance parameters when the hybrid drive system travels along the predetermined route and that it preferably selects the first energy source and / or the second energy source based on the transportation plan.

The subject matter of the invention includes embodiments that relate to route navigation systems. The subject matter of the invention includes embodiments which relate to methods for generating optimized trips for a hybrid drive system.

Furthermore, the subject matter of the invention is described with reference to a hybrid engine of a locomotive as a non-limiting example. However, those skilled in the art will recognize that the embodiments and methods presented herein are generally broadly applicable to hybrid drive systems. These exemplary hybrid propulsion systems include purely battery powered locomotives within a set of standard locomotives, i.e. a battery-electric locomotive (BEL), where the batteries are not integrated in a single locomotive. Furthermore, a “vehicle” is used throughout this description both as a single integrated unit and for a group of several locomotives, one or more of which have an energy store, which may or may not be integrated in a locomotive with a motor and an energy storage unit. The definition of the term “vehicle” can additionally refer to heavy commercial vehicles, in which the energy storage units can be accommodated in a trailer that is connected to the tractor between the normal load trailers, whereby it essentially becomes a “truck trailer”. In other words, the definition of “hybrid vehicles” encompasses energy storage units that are not necessarily integrated into the individual drive unit of a heavy truck, but can be present as separate, removable units. In addition, the definition of "vehicle" can also refer to all other vehicles including trucks / OHV / cars and autonomous vehicles. “Height and terrain” concern and include the information associated with the tracks such as slopes, track radius in curves, etc., on which a locomotive typically travels.

5 Figure 4 shows a representative arrangement for a locomotive integrated into a single unit and the large facilities used in several embodiments of the present subject matter of the invention, which typically includes an electric propulsion system. With regard to exemplary diesel-electric locomotives, an electric motor is always part of a drive system, with or without batteries. An exemplary electric drive system typically includes an engine (e.g., an internal combustion engine) that is connected to an alternator, which in turn is connected to the electric traction motors that provide the driving force required to rotate the train's wheels. In addition, several possible arrangements of the devices, systems and components described below are typically relevant for locomotives or large off-road vehicle applications, which reflect the use of electric drive for all specified routes.

In terms of 5 includes a hybrid drive system 510 , which integrates embodiments of the subject of the invention, a motor 516 with an alternator 517 which is connected via a series of corresponding power transmission lines 512 and a series of switching elements 520 a number of electric (traction) motors 18th supplied with electrical energy on the locomotive power network. The electric motor 518 is also about the range of switching elements 520 with a battery or bank of batteries 522 coupled. The series of switching elements 520 is as a set of switches 524 , 526 , 528 shown that selectively the electric motor 518 with the engine 516 or the battery 522 or both the engine 516 as well as the batteries 522 couple. The switches 524 , 526 , 528 , are selectively controlled by a control unit 530 controlled by a computer 532 is coupled.

6 is an alternative embodiment that uses a separate battery-electric locomotive within an association. In this exemplary embodiment of the subject of the invention is the motor 516 with the electric motor 518 , as shown, via the alternator 517 by means of a power transmission line 512 coupled. In operation, the switches 524 , 526 , 528 of the hybrid drive system 510 the electric motor 518 selectively either via the alternator 517 or the battery bank 522 or both the engine 516 as well as the battery bank 522 with the engine 516 couple. For example, by closing the switch 524 and 526 and opening the switch 528 the motor 516 with the corresponding electric motor 518 coupled and can provide this with power. It is independent in the battery compartment by closing the switch 524 and 528 and opening the switch 526 the battery bank 522 with the corresponding electric motor 518 coupled and can draw power directly from it.

In another alternative embodiment of the object of the invention, for example in some passenger cars, the motor drive system can use a mechanical drive system. In such an embodiment of the subject of the invention, the motor 516 via mechanical gears with the electric motor 518 get connected. In these embodiments, the switches are 524 , 526 , 528 around mechanical clutches, gear trains and the like, which are configured to match the electric motor 518 transmit mechanical power.

5 and 6 illustrate a computer 532 configured to receive information from a location element 534 , a track characterizing element 536 and sensors 538 receives. A control algorithm 540 works inside the computer 532 and is configured to create a transportation plan in accordance with embodiments of the subject of the invention. The hybrid drive system 510 is on a track 542 positioned, and information can be received via wireless communication from a traffic control or a trackside position 544 to the hybrid drive system 510 be transmitted. With the control algorithm 540 is based on altitude and terrain information along a planned route of the hybrid drive system 510 an optimized transportation plan is calculated. Specifically, in one embodiment of the object of the invention, the control algorithm determines the power and torque requirement that is assigned to specific locations along the predefined travel route in order to maintain a predefined total travel time. The control algorithm 540 also calculates the optimized transport plan based on the track 542 , a range of low temperature combustion conditions such as power and torque requirements at several points along the route, number of locomotives, total load and the like. The control algorithm 540 also takes into account several other objectives of use, which may include choosing the power source under various low temperature combustion conditions, total travel time, setting maximum power, maximum speeds, exhaust emissions, a number of hybrid propulsion system gas changes, or the like.

In an exemplary embodiment, the transportation schedule is based on models of the behavior of the train when the hybrid propulsion system is moving 510 along the track 542 as a solution of nonlinear, differential equations derived from physics with simplifying assumptions in the control algorithm 540 are provided. The control algorithm 540 has access to the location element information 534 , the element for track characterization 536 , a given route 552 ( 6 ), a power requirement module 554 and a torque demand module 556 and / or sensors 538 to create the transportation plan, minimizing fuel consumption while keeping emissions within acceptable limits, setting a desired travel time and / or ensuring adequate staff deployment time.

The control unit 530 controls the switches 524 , 526 , 528 according to the control algorithm 540 while following the transportation schedule and connects the engine 516 with the power transmission line 512 and the electric motor 518 or separates it from these and / or connects the battery bank 522 with the power transmission line 512 and separate them from this. In one embodiment, the control unit hits 30th autonomous decisions about train operations, and in another embodiment can the driver must direct the train so that it follows the transportation schedule. In one embodiment of the object of the invention, the control device uses 530 typically the battery so that the engine operates at constant speed and / or power under constant intake conditions. Such an example and a non-restrictive operation of the engine at constant speed and / or power also enables stable low-temperature combustion in the engine.

According to one embodiment of the object of the invention, the transportation schedule can be changed in real time during execution. Thus, in the case of a long distance, an initial plan can be determined, but due to the complexity of the plan optimization control algorithm 540 and changing conditions, the plan can be modified accordingly. The control algorithm 540 can also be used to segment the mission, whereby the mission can be divided by waypoints. Although only a single control algorithm 540 is discussed, more than one control algorithm 540 can be used in series or in parallel.

In operation, the hybrid drive system 510 experience low-temperature combustion conditions from time to time when moving on its predetermined route depending on the heights and terrain assigned to the route. Low temperature combustion conditions pose several challenges to precisely controlling engine operation because small changes in the combustion boundary conditions lead to unstable engine operation. Possible changes in the combustion boundary conditions include changes in the intake conditions such as pressure and / or temperature and / or composition. Other changes in the combustion boundary conditions may include changes in engine operating conditions such as fuel quantity and engine speed. In one embodiment of the present subject matter of the invention, an exemplary control strategy for a hybrid engine with low temperature combustion batteries includes utilizing pre-control knowledge of driving and knowledge of the corresponding power and torque requirements provided by the engine and battery while driving. The journey can be planned and controlled so that stable engine operation is possible during the periods of low temperature combustion.

In a further embodiment of the subject of the invention, one of the computer enables 532 applied control strategy a stable low temperature combustion. Typically, driving knowledge is combined with a preferred choice of engine and batteries to stabilize low-temperature combustion, such as HCCI engines (engines with homogeneous compression ignition) or the like. In particular, the use of a control strategy to maintain the combustion boundary conditions at stable points can enable stable low temperature combustion. In other words, the pre-control knowledge about driving with the batteries can be used to withstand fluctuations in the required power and the required torque and to let the motor work at a specific setpoint. This enables stable engine edge conditions and precise control of fuel supply, inlet temperature and inlet pressure.

Various prior art publications recognize that several parameters affect the initiation of combustion in an HCCI engine. The parameters identified include: fuel type, compression ratio, intake charge temperature, oxygen concentration in the charge air, equivalence ratio, charge air density and charge pressure. However, the prior art lacks a system and method for controlling the initiation of combustion in an HCCI engine integrated with altitude and terrain information which are assigned to a predefined route for the hybrid drive system. The prior art also lacks a system and method for effectively determining the power requirement and the torque requirement, which are assigned to several locations on the predefined route and a change between motor and batteries, in order to ensure stable combustion at low temperatures and / or a constant total journey time guarantee. The present subject matter of the invention provides a new system and method for operating an HCCI combustion engine that overcomes these and other shortcomings of the prior art.

7 shows an exemplary representation of a block diagram of a system 550 to control a hybrid drive system 510 ( 5 ). In one embodiment of the present subject matter of the invention, the hybrid drive system is a locomotive. The hybrid drive system 510 comprises a first energy source 516 and a second source of energy 522 . In an exemplary embodiment of the present subject matter of the invention, the first energy source is a motor and the second energy source is a battery bank. The system 550 also includes an exemplary computer 532 which is programmed to provide altitude and terrain information corresponding to a given route 552 for the hybrid drive system 510 are assigned. The computer 532 is also programmed to provide low temperature combustion information that matches the given route 552 of Hybrid drive system are assigned. The low temperature combustion information includes the power requirement 554 and the torque requirement 556 . The power requirement 554 associated with the low temperature combustion condition can be the current power requirement as well as a predicted power requirement. The power requirement 556 , which is assigned to the low-temperature combustion condition, can analogously be the current torque requirement and a predicted torque requirement.

The computer 532 is also programmed to have a promotion plan 558 created a set of performance parameters of the hybrid drive system 510 optimized while the hybrid drive system is along the specified route 552 moving, and either the engine or the battery bank, or both on the transportation schedule 558 prefers to choose. In addition, the computer 532 programmed to make the transportation plan based on a determination of a number of factors of interest such as the power requirement 554 and the torque requirement 556 along the given route 552 , the life of the engine as an exemplary embodiment of a first energy utilization system that uses the motor fuel as an energy source for the power and torque requirements of the hybrid drive system 510 uses, life of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system 510 , State of charge of the battery bank, driving time, maximum power setting, speed limit and for the hybrid drive system 510 prescribed emission limits.

In one embodiment of the subject of the invention, exemplary and non-limiting performance parameters include engine operating conditions 562 including the total travel time 564 , the fueling rate 566 and the engine speed 568 . Furthermore, in another embodiment of the subject of the invention, the performance parameters may include the inlet conditions 572 like inlet composition 574 , Inlet pressure 576 , Inlet temperature 578 and so on. In yet another embodiment of the subject of the invention, performance parameters may further include locomotive performance data, regenerative braking characteristics, locomotive traction transmission performance, engine fuel consumption as a function of output power, and cooling properties of the hybrid drive system.

The promotion plan 558 is typically created based on a target function, parameters such as engine power output rate, battery bank power output rate, both as combined power output functions, locomotive performance data, traction engine performance, hybrid propulsion system cooling properties, hybrid drive system cooling performance, engine life as exemplary Embodiment of a first energy use system that uses the motor fuel as an energy source for the power and torque requirements of the hybrid drive system 510 uses, life of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system 510 , State of charge of the battery, total travel time, setting of the maximum power, speed limit and exhaust emissions of the hybrid drive system.

In another embodiment of the subject of the invention, the computer can 532 be prompted to the promotion plan 558 based on low temperature combustion temperatures that occur during the drive system travel from a first point to a second point. The computer 532 is configured to receive altitude, off-road, and low temperature combustion information from a computer that is remote from the hybrid propulsion system.

As shown, instructions are provided specifically for planning a trip either on board or from a remote location, such as a driver service with instructions. Such input information includes the train position, the description of the association (i.e. one or more locomotives in succession), the description of locomotive performance, characteristic values of regenerative braking, the performance of the traction transmission of the locomotive, consumption of motor fuel as a function of output power, cooling properties, the intended route (actual track inclination and - Curvature as a function of milestone or a component "actual inclination" to take the curvature into account according to the usual railway practice), the train, represented by the composition and loading of the wagons together with effective air resistance coefficients, desired travel parameters including, but not exclusively, the departure time and location , End location, desired total journey time, identification of the team (operator and / or driver), end time of the shift of the team and route.

This data can be sent to the hybrid drive system 510 be made available in various ways, e.g. B. - without being limited to this - by manual input of this data by the operator into the hybrid drive system 510 via an on-board display, by inserting a Storage medium, such as. B. a memory card and / or a USB drive, which contains the data, in a container on board the locomotive or by transmitting the information via wireless communication from the driver service or a trackside location 544 (in 5 shown), such as. B. a track signal device and / or a trackside device to the hybrid drive system 510 . The load characteristics of the hybrid drive system 510 (e.g. aerodynamic drag) may change along the route (e.g. with altitude, low temperature combustion and the condition of the rails and railcars) and the plan may be updated as necessary to reflect such changes, e.g. B. by autonomous real-time detection of the locomotive / train conditions. These include e.g. B. Changes in the properties of the hybrid drive system 510 by monitoring equipment on board or outside the hybrid propulsion system 510 are recorded.

Based on the specification data, an optimal plan is made, which shows the fuel consumption depending on speed limits, emission limit values, the lifespan of the engine as an exemplary embodiment for a first energy utilization system that uses the motor fuel as an energy source for the power and torque requirements of the hybrid drive system, the lifespan of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system, the state of charge of the battery bank and the like, minimized along the route, with desired start and end times, to calculate a schedule for the choice of the power source for the Create ride. According to a preferred embodiment of the subject of the invention and as will be discussed later, the schedule for the choice of the power source for the journey comprises periods in which the preferred selection of the power source is promoted in order to use the prior knowledge of the heights and the terrain the route of the hybrid drive system 510 are assigned and correspond to expected low-temperature combustion conditions, which illustrate the power and torque requirements along the route. The schedule contains the schedule for the choice between the engine and the batteries along with optimal speed and power operating point settings that the train is to maintain, expressed as a function of distance and / or time, and such operating limits of the train, including but not limited to maximum Operating point power and braking settings, speed limits as a function of location, and the amount of fuel expected to be used and the emissions generated.

The procedure used to calculate the schedule for choosing the optimal power source can be any number of methods for computing a power sequence that the hybrid drive system 510 drives to fuel depending on locomotive operating conditions, engine life as an exemplary embodiment of a first energy usage system that uses the engine fuel as an energy source for the power and torque requirements of the hybrid drive system 510 uses, life of the battery bank as an exemplary embodiment of a second usage system of the batteries as an energy source for the power and torque requirements of the hybrid drive system 510 To minimize battery bank state of charge, emissions, schedule constraints, or the like. In some cases, the schedule for choosing the optimal power source may be close enough to a predetermined schedule due to the similarity of the train configuration, route, and environmental conditions. In these cases, it may be sufficient to look up and track the drive trajectory in a database with already carried out transportation plans. If a previously calculated plan is not available or suitable, methods of calculating a new plan include, among other things, directly calculating the schedule for choosing the optimal power source using differential equation models that approximate the physics of the train's movement. The setup includes the choice of a quantitative objective function or a weighted sum (integral) of model variables, the total journey time, the rate of fuel consumption, the maximum power settings, the speed limits, the emission generation plus a term for punishing excessive throttle valve change or back and forth as examples correspond.

Depending on the target planning at a given time, the problem can e.g. be set up flexibly, for example to minimize fuel subject to restrictions in emissions and speed limits or to minimize emissions subject to restrictions in fuel consumption and arrival time. It is also possible, e.g. set a goal to minimize total travel time without restricting total emissions or fuel consumption if such relaxation of the restrictions on use would be permitted or required.

With the help of this model, an optimal control formulation is created in order to minimize the quantitative objective function, subject to restrictions such as speed limits and minimum and maximum power settings (throttle valve). Depending on the target planning at a given time, this can The problem can be set up flexibly to minimize fuel subject to restrictions in emissions and speed limits or to minimize emissions subject to restrictions in fuel consumption and arrival time.

In operation, a control strategy for the hybrid drive system 510 used both its power and torque requirements by the engine 516 or the batteries 522 or to deliver both based at least in part on the low temperature combustion conditions (power and torque). If the low temperature combustion conditions are known in advance, a transport plan can be made 558 implemented, which uses the battery and / or the engine power preferentially to reduce fuel consumption and to extend the life of the engine and / or the battery.

In particular, the exemplary computer 532 programmed to use knowledge of an upcoming trip and expected low temperature combustion conditions along the route, preferably the power and / or torque source from the engine 516 and the battery 522 to select. For example, knowledge of the specific elevation or altitude requirements associated with a trip can usually provide an indication of the ambient pressure along the specified route 552 give. In one embodiment of the present subject matter of the invention, the relevant control strategy can choose to operate the motor relatively less in higher altitudes and thus save the battery for the same conditions. This can lead to less wear on the engine components, as higher positions put more stress on the turbocharger and other components. Furthermore, the engines are typically not efficient at higher altitudes, and therefore using batteries instead of engines can result in improved fuel consumption. Similar compromises can be made with different low temperature combustion conditions.

In one embodiment of the subject of the invention, an example control strategy may be to use the batteries less at high low temperature burns and thereby extend their life. In other words, a particular trip could only operate the batteries when needed and / or only when the temperature is not too hot or too cold. In another embodiment of the object of the invention, the selected control strategy can consist in operating the batteries in such a way that the engine operates at constant speed and / or constant output with constant suction conditions. In another embodiment, the computer can 532 Instead of the conventional discrete operating point power settings, select a stepless power setting that has been determined to be optimal for the selected schedule for the selection of the power source. For example, if a schedule for choosing the optimal power source is an operating point setting of 6 , 8th instead of working with operating point setting 7 pretends the hybrid drive system 510 at 6 , 8th work to further improve its efficiency.

The reference to emissions in connection with an embodiment of the present subject matter of the invention refers to cumulative emissions generated in the form of nitrogen oxides (NOx), unburned hydrocarbons, particles and / or the like. If a major goal during a transportation job is to reduce total emissions, the control algorithm can 540 created or modified to account for this destination in conjunction with improved overall fuel efficiency. An important flexibility in determining the optimization is that some or all of the destinations can vary depending on the geographic region or application. For example, for a high priority train, the minimum time on a route may be the only destination because it is high priority traffic. In another example, emissions could vary from state to state along the planned train route.

Further with reference to 7 once the optimized transportation schedule 558 is created, performance commands are generated to implement the plan. Depending on the operating configuration in one embodiment of the present subject matter of the invention, an instruction is for the locomotive to follow the instruction for optimized performance to achieve optimal speed. The subject of the invention obtains actual speed and performance information from the hybrid propulsion system locomotive group 510 . Due to the inevitable approximations in the models used for the optimization, a closed loop calculation of the corrections of the optimized performance is achieved in order to track the desired optimal speed. Such corrections to train operating limits can be done automatically or by the driver who usually has ultimate control over the train.

The hybrid drive system is monitored during operation 510 continuously system efficiency and continuously update the transportation plan based on the actual measured efficiency whenever such an update would improve driving performance. The revision of an existing promotion plan or the Complete rescheduling of the calculations can be done entirely in the locomotive (s) or in whole or in part to a remote location such as B. in the dispatcher or in the trackside handling facilities, where wireless technology to transmit the plans to the hybrid drive system 510 is used. The subject of the invention can also generate efficiency trends that can be used to develop locomotive fleet data regarding the efficiency transfer functions. The fleet-wide data can be used when determining the original transport plan and can be used for the network-wide optimization compromise, taking into account the locations of several trains.

Many events in daily operation can lead to the fact that a currently executed plan has to be created or changed if the same destinations are to be kept and if a train is not punctual for the planned encounter with another train or the planned passage of another train and Time to catch up. The actual speed, power and position of the locomotive is used to make a comparison between a planned arrival time and the currently estimated (predicted) arrival time based on the remaining part of the transportation schedule. The schedule is adjusted based on a difference in times and a difference in parameters (recognized or changed by the driver or the driver). This adjustment can be made automatically or manually, depending on how a rail company wants to have handled such deviations from the plan. Whenever a plan is updated, such as i.a. the arrival time, additional changes can be included at the same time, e.g. new future changes to speed limits that could affect the feasibility of retrieving the original plan. In such cases, if the original transportation schedule cannot be followed or, in other words, the train is unable to reach the destinations of the original transportation schedule, as explained herein, the vehicle operator and / or the remote facility or service provider may be others Promotion plans are presented.

The revision of an existing transport plan or a complete rescheduling can also take place if a change of the original goals is desired. Such a plan revision or complete rescheduling can either be at fixed, pre-planned times, manually at the discretion of the driver or the dispatcher or autonomously when predetermined limits are exceeded, such as. B. the operating limits of the train. For example, if the current plan execution exceeds more than a certain threshold, such as thirty minutes, in one embodiment of the present object of the invention, is delayed, based on the new set of parameters, the trip can be rescheduled to account for the delay, which in turn is based on minimizing the total fuel consumption for the remaining part of the trip. Other triggers for rescheduling may also be considered based on the performance of the service association, including, but not limited to, arrival time, loss of horsepower due to device failure, and / or temporary device malfunction (e.g., operation too hot or too cold ) and / or the detection of gross configuration errors, e.g. B. at the assumed tensile load. This means that if the change reflects an impairment in locomotive performance for the current journey, this can be taken into account in the models and / or equations used in the optimization.

Changes in plan goals may also result from a need to coordinate events where the plan for one train affects another train's ability to reach the goals, and a decision at another level, e.g. B. the dispatcher, is required. For example, the coordination of encounter and passing can be further optimized through communication between the trains. If a train z. B. knows that it is behind schedule to reach a meeting and / or passing location, communications from the other train may notify the delayed train (and / or the dispatcher). The driver can then information about delays in the computer 532 enter, the control algorithm 540 recalculated the train's schedule, thus optimizing and minimizing fuel consumption using planned regenerative braking. The control algorithm 540 can also be used at a high level, ie at the network level, so that a dispatcher can determine which train should slow down or be faster if a time limit for scheduled meeting and / or passing cannot be met. As explained here, this is accomplished by the trains sending data to the dispatcher to prioritize how each train should change its planning destination. Depending on the situation, a choice could depend on either schedule or fuel saving benefits.

The control algorithm can be used for each of the manually or automatically triggered new plans 540 provide the driver with more than one transportation plan. In an exemplary embodiment of the present subject matter of the invention becomes the control algorithm 540 typically provide the driver with various schedules for the choice of power source so that the driver can select the arrival time and understand the corresponding effects on the fuel and / or the emissions. Such information can also be made available to the dispatcher for a similar consideration, either as a simple list of alternatives or as several compromise curves.

In one embodiment of the present subject matter of the invention, the ability to learn and adapt to important changes in the train and performance association remains, which can either be integrated into the current plan and / or for future plans. One of the triggers mentioned above is the loss of PS. When building up PS over time, either after a loss of PS or at the start of a journey, a transition logic is used to determine when the desired PS number has been reached.

Regardless of the combination of the defined objective functions and the combination of performance parameters of the hybrid drive system that are used to optimize a transportation plan, overall fuel efficiency can be improved by promoting regenerative braking on parts of the route. When planning a schedule for the selection of power sources for the journey, when revising an existing transport plan or with a complete rescheduling or when adapting the plan, an optimized schedule for the selection of power sources for the journey can be as in 7 outlined can be achieved.

Referring now to 8th is a method of controlling a hybrid drive system as a method 580 shown, according to a preferred embodiment of the object of the invention. The procedure 580 begins with getting elevation and terrain information 582 a given route 552 for the hybrid drive system 510 , as in 5 and 6 is shown. The procedure 580 also includes determining a power requirement and a torque requirement 584 , the low temperature combustion conditions along the given route 552 of the hybrid drive system 510 assigned. Specifically, the power and torque requirement that is assigned to specific locations along the predefined route is determined in order to maintain a predefined total journey time. The power requirement associated with the low temperature combustion condition can be the current power requirement as well as a predicted power requirement. The torque requirement that is associated with the low-temperature combustion condition can analogously be the current torque requirement and a predicted torque requirement.

The procedure 580 also includes the creation of a promotion plan 586 that optimizes a number of performance parameters to accommodate low temperature combustion conditions in the hybrid propulsion system 510 stabilize while the hybrid drive system 510 along the given route 552 moved. The procedure 580 involves managing and taking into account a number of performance parameters while optimizing the transportation plan. The management of exemplary and non-limiting performance parameters includes the management of admission conditions 588 that include inlet composition, inlet pressure, and inlet temperature. Similarly, managing performance parameters also includes managing engine operating conditions 592 that include total travel time, fueling rate, and engine speed.

In another embodiment of the subject of the invention, managing performance parameters may further include manage locomotive performance data, regenerative braking characteristics, locomotive traction transmission performance, engine fuel consumption as a function of output power, and cooling properties of the hybrid propulsion system. The route data obtained may include a single route from a first point to a second point or multiple routes between the points. The route data obtained may include elevation and terrain data or incline information extracted and used to optimize the transportation plan in accordance with the subject matter of the invention.

The transportation plan is typically created based on an objective function, parameters such as the rate of engine power output, the rate of battery bank power output, both as combined power output functions, locomotive performance data, traction engine performance, hybrid propulsion system cooling properties, engine hybrid performance, engine life as an exemplary embodiment of a first energy use system that uses the motor fuel as an energy source for the power and torque requirements of the hybrid drive system, battery bank life as an exemplary embodiment of a second use system of the batteries as an energy source for the power and torque requirements of the hybrid drive system, state of charge of the battery, total travel time, Setting the maximum power, Speed limit and exhaust emissions of the hybrid drive system includes.

In one embodiment of the subject of the invention, the method comprises 580 Obtaining objective driving criteria that limit optimization. The objective driving criteria can include a total travel time, a maximum power setting, a speed limit, an exhaust emission and a back and forth movement of the throttle control of the hybrid drive system. The transportation plan can also be created and optimized by promoting or promoting regenerative braking to optimize energy stored in the batteries. Such optimization can, according to the subject matter of the invention, be independent of the pulse or braking requirements of the hybrid drive system 510 take place during driving periods. In other words, the optimized transport plan can demand acceleration on flat parts of a route by means of the internal combustion engine or acceleration on uphill driving by means of the internal combustion engine, so that energy can be regenerated regeneratively on slopes downward or downward inclinations along the route. The optimized transport plan can also include the use of the batteries during parts of the journey, so that sufficient storage capacity is available in the batteries before a period of regenerative braking. An entire trip can be optimized in terms of fuel consumption and overall fuel efficiency improved by creating a transport plan that promotes regenerative braking during parts of the trip that would otherwise not be regeneratively braked, while fulfilling the primary objective driving criteria.

The procedure 580 also includes the preferred choice of motor and / or batteries as in step 594 as a potential source of power and / or torque required based on the optimized transportation plan 558 . In one embodiment of the subject of the invention, the battery bank enables the engine to operate at constant speed and / or constant power while the inlet conditions remain constant. In another embodiment, the computer can 532 Instead of the conventional discrete operating point power settings, select a stepless power setting that has been determined to be optimal for the selected schedule for the selection of the power source. If so, as mentioned above, a schedule for choosing the optimal power source is an operating point setting of 6 , 8th instead of working with operating point setting 7 pretends the hybrid drive system 510 at 6 , 8th work to further improve its efficiency.

Controlling the hybrid drive system 10 as in methods 580 includes the revision of an existing transportation plan or the complete rescheduling of the transportation plan based on low temperature combustion conditions that occur while the propulsion system is moving 510 from one point to another along its given route 552 occur. In one embodiment of the present subject matter of the invention is the hybrid drive system 510 a locomotive and the control process 80 can be adjusted accordingly.

In operation, a remote device, such as a dispatcher, can provide information in accordance with an embodiment of the present subject matter of the present invention and thus the altitude and terrain information as in step 582 supply and the low temperature combustion information as in step 584 can be obtained from a computer remote from the hybrid drive system. As shown, such information is sent to a control unit 530 delivered.

In addition, the control unit 530 with a database with locomotive modeling information, information from a track database, such as B. Information about track inclination and speed limits, estimated train parameters, such as B. train weight and drag coefficients, fuel tables from a fuel rate estimator and battery models, the battery efficiency and energy recovery z. B. describe during regenerative braking, are supplied.

In practice, the control unit delivers 530 typically information to a planner, and a transportation plan is calculated accordingly. After calculating a transportation plan, the plan becomes a driving consultant, driver or control unit 530 made available. The control unit 530 is coupled to a battery management module that charges and discharges the battery bank 522 according to that of the control unit 530 controls the executed transportation plan. The promotion plan is also the control unit 530 fed so that this can compare the trip when submitting further new data.

In one embodiment of the object of the invention, the control device 530 automatically set an operating point power, either a predetermined operating point setting or an optimal continuous operating point setting. In addition to providing a speed command to the hybrid drive system 510 a display is provided so that the driver can see the recommendation of the planner. The driver also has access to one Control panel. The driver can use the control panel to decide whether he wants to use the recommended operating point power. For this purpose, the driver can limit a desired or recommended performance. This means that the driver has the final decision-making power at all times regarding the power setting with which the locomotive association is operated. This includes the decision whether the hybrid drive system 510 in the event of changing low-temperature combustion conditions that arise when operating in cold or hot areas, the motor or the batteries supply the required power and / or the required torque. If information from trackside systems cannot be electronically transmitted to a train and the driver perceives visual signals from the trackside systems instead, the driver issues commands based on the information and visual signals from the trackside systems contained in the track database.

Based on how the hybrid drive system works 510 information regarding fuel measurement is provided to the fuel rate estimator. Since direct measurement of fuel flows in a locomotive group is typically not available, information about fuel consumption during a trip and projections into the future that follow optimal plans are obtained using calibrated physical models as used in developing the optimal plans. carried out. Such predictions may include, but are not limited to, using measured gross horsepower and known fuel characteristics to derive accumulated fuel consumption.

In one embodiment of the present subject matter of the invention, the hybrid drive system 510 have an exemplary location element, such as a GPS sensor, and location information can be supplied to a train parameter estimator. Such information may include GPS sensor data, traction / braking force data, braking status data, speed, and changes in speed data, among others. With information about incline and speed limits, train weight and drag coefficient information are sent to the control unit 530 delivered.

The object of the invention can also enable the use of stepless performance during the entire optimization planning and the implementation of the regulation. In a conventional locomotive, the power is typically quantized to eight discrete levels. Modern locomotives can implement a continuous change in performance, which can be integrated into the optimization processes described above. The hybrid drive system can with stepless performance 510 Further optimize operating conditions, for example by minimizing auxiliary consumers and power transmission losses, and fine-tuning engine power areas with optimal efficiency or to points with increased emission margins. Examples include minimizing losses in the cooling system, adjusting generator voltages, adjusting engine speeds and reducing the number of driven axles. In addition, the hybrid drive system 10th use the track database and the predicted performance requirements to minimize the secondary consumers and power transmission losses in order to achieve optimal efficiency for the desired fuel consumption / emissions. Examples include reducing the number of driven axles on level ground and pre-cooling the locomotive engine before entering a tunnel.

The subject of the invention can also use the track database and the predicted performance to adjust the locomotive performance, e.g. B. to ensure that the train has sufficient speed when approaching a hill and / or tunnel. For example, this could be expressed as a speed limit at a particular location that becomes part of the optimal plan. In addition, the control algorithm 540 Train handling rules included, such as: B., but not only, tractive force ramp rates and maximum braking force ramp rates. These can be integrated directly into the formulation for the optimal schedule for the selection of the power source for the journey or alternatively into the controller that is used to control the power application in order to achieve the desired speed.

In a preferred embodiment, the control algorithm 540 only installed on a leading locomotive of the train association. Interaction with several trains is not excluded, however, and two or more independently optimized trains can be controlled in accordance with the subject matter of the invention.

Trains with decentralized power systems can be operated in several different modes. One mode is that all locomotives on the train work with the same operating point command. So if the leading locomotive orders driving with NS, all units on the train are instructed to generate power for driving with NS. Another operating mode is the "independent" control. In this operating mode, locomotives or locomotive groups distributed across the train can be used different drive or braking powers are operated. For example, when a train climbs a mountain peak, the leading locomotives (on the mountain slope) can be caused to brake, while the locomotives can drive in the middle or at the end of the train (on the slope of the mountain). This is done to minimize the tensile forces on the mechanical couplings that connect the wagons and locomotives. Traditionally, the operation of the decentralized power system in "independent" mode required the driver to manually control each remote locomotive or group of locomotives using a display in the leading locomotive. Using the physics-based planning model, train configuration information, on-board track database, on-board operating rules, location system, real-time power / brake control and sensor feedback, the system must automatically operate the decentralized power system in "independent" mode.

When operating with decentralized power, the driver in a leading locomotive can control the operating functions of the remote locomotives in the remote associations via a control system, such as a decentralized power control element. For example, when operating with decentralized power, the driver can instruct each locomotive group to work with a different operating point power level (or one group could be in driving mode and another in braking mode), with each individual locomotive in the locomotive group working with the same operating point power. In an exemplary embodiment in which the control algorithm 540 installed in the train, preferably in conjunction with the decentralized power control element, the control algorithm 540 Communicate this performance setting to the remote locomotive associations for implementation if an operating point performance level is desired for a remote locomotive association as recommended by the optimized transport plan. The same applies to braking.

The control algorithm 540 can be used in associations where the locomotives do not adjoin each other, e.g. with one or more locomotives in front, others in the middle and back for the train. Such configurations are referred to as decentralized performance, with the standard connection between the locomotives being replaced by a radio connection or an auxiliary cable in order to connect the locomotives externally. When operating with decentralized power, the driver in a leading locomotive can control the operating functions of the remote locomotives in the group via a control system, such as a decentralized power control element. In particular, when operating with decentralized power, the driver can instruct each locomotive group to work with a different operating point power level (or one group could be in driving mode and another in braking mode), with each individual locomotive in the locomotive group working with the same operating point power.

In an exemplary embodiment of the subject of the invention, the control algorithm communicates 540 this power setting typically to the remote locomotive associations for implementation if an operating point performance level is desired for a remote locomotive association as recommended by the transportation plan. The same applies to braking. When operating with decentralized power, the optimization problem described above can be expanded by additional degrees of freedom, since each of the remote units can be controlled independently of the main unit. This has the advantage that additional goals or restrictions regarding the forces on the train can be included in the performance function, provided that the model for the representation of the forces on the train is also included. Thus, the subject matter of the invention may include the use of multiple throttle levers to better control train forces, fuel consumption and emissions. In such an embodiment, the cruise optimization algorithm that integrates tolerances for low temperature combustion conditions improves overall fuel efficiency by, for example, delivering power from the engine to one locomotive and simultaneously from the batteries to another locomotive.

In an exemplary train using a train manager, the leading locomotive in a train set may operate with a different operating point power setting than other locomotives of that set. The other locomotives in the group work with the same operating point power setting. The subject of the invention can be used in conjunction with the Association Manager to request operating point power settings and commands for regenerative braking for the locomotives in the association. Thus, based on the subject matter of the invention and as an example, since the association manager divides a locomotive association into two groups, namely the leading locomotive and the trailing units, the leading locomotive is ordered to work with a certain operating point performance, and the trailing locomotives commanded to work with another particular operating point power. In an exemplary embodiment, the decentralized power control element may be the system and / or the device in which this operation is housed.

The control algorithm can also be used when using a dressing optimizer in a locomotive dressing 540 used in conjunction with the association optimizer to determine the operating point performance for each locomotive in the locomotive association and thus provide the total net power required. For example, suppose that a transportation plan recommends setting the operating point power to 4 for the locomotive association. Based on the location of the train, the association optimizer will take this information and then determine the operating point performance setting for each locomotive in the association. This implementation improves the efficiency of setting the operating point power settings over the communication channels within the train. In addition, as explained above, this configuration can be implemented using the decentralized control system.

In addition, the driving optimization algorithm described herein, in one embodiment of the subject of the invention, may force the motor to operate in less efficient modes (such as peak performance of the engine in connection with removal from the batteries) for periods of the drive ). This operation can serve to make up for lost time or to create an additional acceleration capability that cannot be achieved by internal combustion engines alone. In such embodiments, there may be short periods with reduced efficiency, but the overall efficiency is improved because the trip optimizer takes full account of the combined efficiencies during the planned trip.

In addition, the control algorithm, as already explained, can be used for continuous corrections and revisions of an existing transport plan or for the complete rescheduling with regard to when the train association uses which power source, based on pending things of interest, such as. B., but not only, level crossings, slope changes, approaching rail connections, approaching depots and approaching petrol stations, where each locomotive in the group may require a different braking option. For example, if the train comes over a hill (at a higher altitude and usually at a lower temperature, with possible exceptions), the leading locomotive can be powered by batteries, while the distant locomotives that have not yet reached the top of the hill, must remain in an engine-operated condition and must be supplied with power from the engine.

A technical contribution to the disclosed method and apparatus is that it provides a computer configured to operate a hybrid drive system and access a navigation database system and a method of using the system.

In one aspect of the subject matter of the invention, a system for controlling a hybrid drive system includes a computer that is programmed to receive altitude and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source . The computer is also programmed to determine a power requirement and a torque requirement associated with the altitude and terrain along the predetermined route of the hybrid drive system, to create a transportation plan to control at least one of several performance parameters to operate in the hybrid drive system enable stable combustion at low temperature when the hybrid propulsion system is traveling along the predetermined route and that it preferably selects at least one of: first energy source and / or second energy source based on the transportation plan to at least one of: power requirement and torque requirement of the Deliver hybrid drive system.

According to another aspect of the subject matter of the invention, a method for controlling a hybrid drive system comprises obtaining altitude and terrain information of a predetermined route that has to be covered by the hybrid drive system, which comprises a first energy source and a second energy source. The method also includes determining a power requirement and a torque requirement associated with the altitude and terrain along the predetermined route of the hybrid drive system, creating a transportation plan that optimizes at least one of several performance parameters and enables stable, low temperature combustion in the hybrid drive system when appropriate the hybrid drive system moves along the predetermined route, and the preferred selection of at least one of: first energy source and second energy source based on the transportation schedule to provide at least one of the power and torque requirements of the.

According to yet another aspect of the subject matter of the invention, a hybrid drive system comprises a hybrid power source to provide power for driving the drive system via a power transmission line, the hybrid power source comprising an internal combustion engine and an electric motor, the internal combustion engine having the power transmission line, a battery bank, which is coupled to the electric motor, a voting device and a computer. The selector is arranged so that the electric motor is selectively coupled to the power transmission line. The computer is configured to receive elevation and terrain information associated with a predetermined route for the hybrid drive system, which includes a first energy source and a second energy source, and to determine a power requirement and a torque requirement corresponding to the predetermined route of the Hybrid drive system are assigned. The computer is also programmed to create a transportation plan to control at least one of several performance parameters and to enable stable, low-temperature combustion in the hybrid drive system as the hybrid drive system travels along the predetermined route and to at least one out : preferably selects the first energy source and the second energy source based on the transportation plan to deliver at least one of: power and torque requirements.

While the subject matter of the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the subject matter of the invention is not limited to such disclosed embodiments. Rather, the subject matter of the invention may be modified to incorporate any number of variations, changes, substitutions, or equivalent arrangements that have not previously been described, but which correspond to the nature and scope of the subject matter of the invention. In addition, while various embodiments of the subject matter of the invention have been described, it should be understood that aspects of the subject matter of the invention may include only some of the described embodiments. The object of the invention is therefore not limited by the above description, but only by the scope of the appended claims.

Claims (46)

A system for controlling a hybrid drive system, comprising a computer programmed to: Obtain altitude and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source; Obtain ambient weather information associated with the predetermined route of the hybrid drive system; determine a power requirement and a torque requirement of the hybrid drive system, which are assigned to the height and the terrain along the predetermined route of the hybrid drive system; create a transportation plan to optimize at least one of a plurality of performance parameters of the hybrid drive system as the hybrid drive system travels along the predetermined route; and at least one of: first energy source and second energy source preferably to be selected based on the transportation plan in order to deliver at least one of: the power requirement and the torque requirement of the hybrid drive system. System according to Claim 1 , wherein the ambient weather information comprises at least one of: current temperature, predicted temperature, current pressure and predicted pressure. System according to Claim 1 , wherein the at least one performance parameter includes consumption of energy from the first energy source and the second energy source as a function of output power, locomotive performance data, performance behavior of the vehicle traction transmission and cooling properties of the hybrid drive system. System according to Claim 1 wherein the computer is programmed to create the promotion plan based on at least one objective function. System according to Claim 4 , wherein the at least one target function comprises at least one of: a service life of a first energy source use system, a service life of a second energy source use system, a state of charge of the battery, a driving time, a maximum power setting, a speed limit or an exhaust gas emission of the hybrid drive system. System according to Claim 1 wherein the computer is further caused to change the transportation schedule based on environmental weather conditions that occur during the drive system travel from a first point to a second point. System according to Claim 1 wherein the computer is configured to obtain altitude, terrain, and environmental weather information from a computer that is remote from the hybrid drive system. System according to Claim 1 , wherein the first energy source is a motor and the second energy source is a battery bank. System according to Claim 1 , the hybrid drive system being a locomotive. A method of controlling a hybrid drive system, comprising: obtaining height and terrain information of a predetermined route to be driven by the hybrid drive system, which includes a first energy source and a second energy source; Obtaining ambient weather information along the predetermined route of the hybrid drive system; Determining a power requirement and a torque requirement of the hybrid drive system that are associated with the altitude and terrain along the predetermined route of the hybrid drive system; Creation of a transport plan which optimizes several operating parameters of the hybrid drive system when the hybrid drive system is moving along the predetermined route; and preferentially selecting at least one of: first energy source and second energy source based on the transportation schedule to provide at least one of: the power and torque requirements of the hybrid drive system. Procedure according to Claim 10 , wherein the ambient weather information comprises at least one of: current temperature, predicted temperature, current pressure and predicted pressure. Procedure according to Claim 10 , wherein the at least one performance parameter includes consumption of energy from the first energy source and the second energy source as a function of output power, locomotive performance data, performance behavior of the vehicle traction transmission and cooling properties of the hybrid drive system. Procedure according to Claim 11 , wherein the creation of the transportation plan comprises the creation of the transportation plan based on at least one objective function. Procedure according to Claim 13 , wherein the at least one target function comprises at least one of: a service life of a first energy source use system, a service life of a second energy source use system, a state of charge of the battery, a driving time, a maximum power setting, a speed limit and an exhaust gas emission of the hybrid drive system. Procedure according to Claim 10 wherein the controlling includes changing the transportation schedule based on ambient weather conditions that occur while the drive system is traveling from a first point to a second point. Procedure according to Claim 10 wherein obtaining altitude and terrain information and obtaining the ambient weather information includes obtaining from a computer that is remote from the hybrid drive system. Procedure according to Claim 1 , wherein the first energy source is a motor and the second energy source is a battery bank. Procedure according to Claim 10 , the hybrid drive system being a locomotive. Drive system comprising: a hybrid power source for providing power to drive the drive system via a power transmission line, the hybrid power source comprising an internal combustion engine and an electric motor, the internal combustion engine being coupled to the power transmission line; a battery bank coupled to the electric motor; a voting device that is designed to selectively: to couple the electric motor to the power transmission line; and a computer that is configured to: To obtain altitude and terrain information that is assigned to a predetermined route for the hybrid drive system, which comprises a first energy source and a second energy source: Obtain ambient weather information associated with the predetermined route of the hybrid drive system; determine a power requirement and a torque requirement of the hybrid drive system, which are assigned to the height and the terrain along the predetermined route of the hybrid drive system; create a transportation plan to optimize at least one of a plurality of performance parameters of the hybrid drive system as the hybrid drive system travels along the predetermined route; and at least one of: first energy source and second energy source preferably to be selected based on the transportation plan, in order to deliver at least one of: the power requirement and the torque requirement of the hybrid drive system. Drive system after Claim 19 , wherein the ambient weather information comprises at least one of: current temperature, predicted temperature, current pressure and predicted pressure. Drive system after Claim 19 , wherein the at least one performance parameter includes consumption of energy from the first energy source and the second energy source as a function of output power, locomotive performance data, performance behavior of the vehicle traction transmission and cooling properties of the hybrid drive system. Drive system after Claim 19 wherein the computer is programmed to generate the transportation schedule based on at least one of: a life of a first energy source usage system, a life of a second energy source usage system, a battery charge level, a travel time, a maximum power setting, a speed limit, and an exhaust gas emission from the To create a hybrid drive system. A system for controlling a hybrid drive system, comprising a computer programmed to: Obtain altitude and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source; determine a power requirement and a torque requirement of the hybrid drive system, which are assigned to the height and the terrain along the predetermined route of the hybrid drive system; create a transportation plan to control at least one of a plurality of performance parameters and to enable stable low temperature combustion in the hybrid drive system as the hybrid drive system travels along the predetermined route; and at least one of: first energy source and second energy source preferably to be selected based on the transportation plan in order to deliver at least one of: the power requirement and the torque requirement of the hybrid drive system. System according to Claim 23 wherein the multiple performance parameters include multiple engine operating conditions, which include total travel time, fueling rate, and engine speed. System according to Claim 23 wherein the multiple performance parameters include multiple inlet conditions, including inlet composition, inlet pressure, and inlet temperature. System according to Claim 23 wherein the computer is programmed to continue to create the promotion plan based on at least one objective function. System according to Claim 26 , wherein the at least one target function comprises at least one of: a first rate of power output from the first energy source and a second rate of power output from the second energy source as a function of combined power output, locomotive performance data, performance behavior of the vehicle traction transmission, cooling properties of the hybrid drive system, service life of a first one Energy source usage system, lifetime of a second energy source usage system, battery charge level, a total travel time, a maximum power setting, a speed limit and an exhaust gas emission of the hybrid drive system. System according to Claim 23 , further causing the computer to change the transportation schedule based on fluctuations in power and torque requirements that occur while the vehicle is traveling from a first point to a second point. System according to Claim 23 wherein the computer is configured to maintain elevation, terrain, and power and torque requirements using a computer that is remote from the hybrid drive system. System according to Claim 23 , wherein the first energy source is a motor and the second energy source is a battery bank. System according to Claim 30 , the battery bank causing the engine to operate at constant in at at least one of: constant speed and constant power. System according to Claim 23 , wherein the hybrid drive system is a locomotive system. A method of controlling a hybrid drive system comprising: Obtaining height and terrain information of a predetermined route to be driven by the hybrid drive system, which comprises a first energy source and a second energy source; Determining a power requirement and a torque requirement associated with the altitude and terrain along the predetermined route of the hybrid drive system; Creating a transportation plan to control at least one of a plurality of performance parameters and to enable stable low temperature combustion in the hybrid drive system as the hybrid drive system travels along the predetermined route; and preferred selecting at least one of: first energy source and second energy source based on the transportation schedule to provide at least one of: the power requirement and the torque requirement of the hybrid drive system. System according to Claim 33 wherein the multiple performance parameters include multiple engine operating conditions, which include total travel time, fueling rate, and engine speed. System according to Claim 33 wherein the multiple performance parameters include multiple inlet conditions, including inlet composition, inlet pressure, and inlet temperature. Procedure according to Claim 33 , wherein the creation of the transportation plan comprises the creation of the transportation plan based on at least one objective function. Procedure according to Claim 36 , wherein the at least one target function comprises at least one of: a first rate of power output from the first energy source and a second rate of power output from the second energy source as a function of combined power output, locomotive performance data, performance behavior of the vehicle traction transmission, cooling properties of the hybrid drive system, service life of a first one Energy source usage system, lifetime of a second energy source usage system, battery charge level, a total travel time, a maximum power setting, a speed limit and an exhaust gas emission of the hybrid drive system. Procedure according to Claim 33 wherein the controlling includes changing the transportation schedule based on fluctuations in the power and torque requirements of the hybrid drive system that occur while the vehicle is traveling from a first point to a second point. Procedure according to Claim 33 wherein obtaining elevation and terrain information and determining the power and torque requirements of the hybrid drive system comprises obtaining and determining using a computer remote from the hybrid drive system. Procedure according to Claim 33 , wherein the first energy source is a motor and the second energy source is a battery bank. System according to Claim 40 , the battery bank causing the engine to operate at constant in at at least one of: constant speed and constant power. Procedure according to Claim 33 , the hybrid drive system being a locomotive. Vehicle comprising: a hybrid power source for providing power to drive the vehicle via a power transmission line, the hybrid power source comprising an internal combustion engine and an electric motor, the internal combustion engine coupled to the power transmission line; a battery bank coupled to the electric motor; a voting device that is designed to selectively: to couple the electric motor to the power transmission line; and a computer that is configured to: Obtain altitude and terrain information associated with a predetermined route for the hybrid drive system that includes a first energy source and a second energy source; determine a power requirement and a torque requirement that are associated with the altitude and terrain along the predetermined route of the hybrid drive system; create a transportation plan to control at least one of a plurality of performance parameters to stabilize stable low temperature combustion in the hybrid drive system as the hybrid drive system travels along the predetermined route; and at least one of: first energy source and second energy source preferably to be selected based on the transportation plan in order to deliver at least one of: the power requirement and the torque requirement of the hybrid drive system. Vehicle after Claim 43 wherein the multiple performance parameters include multiple engine operating conditions, which include total travel time, fueling rate, and engine speed. Vehicle after Claim 43 wherein the multiple performance parameters include multiple inlet conditions, including inlet composition, inlet pressure, and inlet temperature. Vehicle after Claim 43 wherein the computer is programmed to generate the transportation schedule based on at least one of: a first rate of power output from the first energy source and a second rate of power output from the second energy source as a function of combined power output, locomotive performance data, performance of the vehicle traction transmission, cooling properties of the hybrid drive system, service life of a first energy source use system, service life of a second energy source use system, state of charge of the battery, a total travel time, a maximum power setting, a speed limit and an exhaust gas emission of the hybrid drive system.

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