EP4638180A1

EP4638180A1 - Hybrid locomotive consist control cross reference to related application

Info

Publication number: EP4638180A1
Application number: EP23848229.3A
Authority: EP
Inventors: David P. Genter; Agneya TURLAPATI; Mike James SCHEUERELL
Original assignee: Cummins Inc
Current assignee: Cummins Inc
Priority date: 2022-12-22
Filing date: 2023-12-21
Publication date: 2025-10-29
Also published as: WO2024138046A1; CN120418114A

Abstract

A generator set system is provided. The generator set system includes a generator. The generator set system a first sensor configured to detect a temperature of a coolant for the generator. The generator set system includes a second sensor configured to detect a presence of the coolant in a fluid path coupled with the generator. The generator set system includes a heating element coupled with the fluid path. A controller of the generator set system can receive an indication of the temperature from the first sensor and an indication of the presence of the coolant from the second sensor. The controller can selectively engage the heating element, responsive to the indication of the presence of the coolant and responsive to the temperature meeting a coolant heating condition.

Description

HYBRID LOCOMOTIVE CONSIST CONTROL

CROSS REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of and priority to U.S. Patent Application No. 63/476,856, filed on December 22, 2022, the contents of which are incorporated herein by reference in their entirety.

BACKGROUND

[0002] The present disclosure relates generally to systems, methods, and controllers for hybrid locomotive consist control. More specifically, the present disclosure relates to control of locomotive consists including two or more energy sources at two or more positions thereof.

SUMMARY

[0003] One embodiment relates to a locomotive system. The locomotive system includes a fuel-conversion system at a first position of a locomotive consist. The locomotive system includes a battery system at a second position of the locomotive consist, the battery system including a traction motor and a battery. The locomotive system includes a controller configured to generate control signals. The controller generates control signals to compare an energy use of a route of the consist to an energy use threshold. The controller generates control signals to propel the locomotive consist with electrical energy sourced from the battery, responsive to a determination that the energy use threshold exceeds the energy use of the route. The controller generates control signals to propel the locomotive via electrical energy sourced from a fuel of the fuel-conversion system, responsive to a determination that the energy use of the route exceeds the energy use threshold.

[0004] In some embodiments, the fuel-conversion system includes a fuel cell in a first car of the locomotive consist, the fuel cell including a first quantity of the fuel. The fuelconversion system can further include a fuel reservoir in a second car of the locomotive consist, the fuel reservoir fluidly coupled with the fuel cell. The second car can be a passenger car.

[0005] In some embodiments, the fuel-conversion system includes a combustion engine in a first car of the locomotive consist, the first car comprising a fuel delivery system configured to store a first quantity of fuel. The fuel-conversion system can further include a fuel reservoir in a second car of the locomotive consist, the fuel reservoir fluidly coupled with the fuel delivery system. The second car can be a passenger car.

[0006] In some embodiments, the first position is a first end of the locomotive system, and the second position is a second end of the locomotive system.

[0007] In some embodiments, the locomotive system includes an electrical port configured to receive electrical energy from a conductive element coupled with the locomotive system at the second position.

[0008] In some embodiments, the electrical port includes a pantograph, and the conductive element is a catenary line.

[0009] In some embodiments, the locomotive system includes a second electrical port configured to receive electrical energy from a second conductive element exterior to the locomotive system, at the first position.

[0010] In some embodiments, the fuel-conversion system includes a fuel cell electrically coupled with the battery system. The controller can be configured to generate control signals to charge the battery system via the electrical coupling.

[0011] In some embodiments, the controller is configured to generate control signals to generate, via the traction motor, electrical energy to charge the battery from kinetic energy of the locomotive consist.

[0012] In some embodiments, the locomotive system includes a second traction motor at the first position, the second traction motor configured to receive electrical energy from the fuel-conversion system.

[0013] One embodiment relates to a method of operating a locomotive consist. The method includes determining, by a controller, a state of charge of a battery system. The method includes determining, by the controller, a quantity of available fuel for a fuel-conversion system. The method includes determining, by the controller, an energy usage of a route, the energy usage based on a transit distance for a locomotive consist along the route. The method includes allocating, by the controller, the energy usage. The allocation is between a first portion of energy stored at a battery of the locomotive consist, and a second portion of energy stored in a fuel of the fuel-conversion system, the fuel-conversion system electrically coupled with the battery and mechanically separated from the battery by one or more railcars.

[0014] In some embodiments, allocating the second portion includes determining a first efficiency of a first energy transfer from the fuel to electrical energy, and a second efficiency of a second energy transfer from an output of the electrical energy to a locomotive including a traction motor and the battery.

[0015] In some embodiments, the method includes allocating, by the controller, a non-zero second portion of the energy.

[0016] In some embodiments, the method includes transferring, by the controller, energy from a fuel-conversion system locomotive comprising the fuel to a battery locomotive comprising the battery, wherein the fuel-conversion system locomotive is disposed at a first end of the locomotive consist and the battery locomotive is disposed at a second end of the locomotive consist.

[0017] In some embodiments, the method includes causing, by the controller, the battery to receive a charge from a conductive element exterior to the locomotive consist, based on the state of charge.

[0018] In some embodiments, the method includes generating, by the controller, control signals to transfer energy from the locomotive consist to the conductive element.

[0019] In some embodiments, the method includes generating, by the controller, control signals to cause the fuel-conversion system to generate energy to charge the battery, based on the state of charge and the route.

[0020] One embodiment relates to a controller including one or more processors, coupled with memory. The controller is configured to determine, based on a transit distance of a route for a locomotive consist, an energy use of the route. The controller is configured to select, based on the energy use and a state of charge of a battery disposed at a first end of the locomotive consist, a first portion of the energy use for provision from the battery. The controller is configured to select, based on the first portion, a second portion of the energy use for provision from a fuel-conversion system disposed at a second end of the locomotive consist. The controller is configured to generate control signals to cause the fuel-conversion system to provide the second portion of the energy to the battery or a traction motor electrically coupled to the fuel-conversion system. [0021] In some embodiments, the controller is configured to charge, at a locomotive terminal, the battery from electrical energy from a conductive element coupled to the locomotive consist.

[0022] In some embodiments, the controller is configured to determine the energy use based on a portion of energy received from the traction motor under braking.

[0023] This summary is illustrative only and is not intended to be in any way limiting. Other aspects, inventive features, and advantages of the devices or processes described herein will become apparent in the detailed description set forth herein, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements.

BRIEF DESCRIPTION OF THE FIGURES

[0024] FIG. 1 is an illustration of an example train including multiple locomotives, according to some embodiments.

[0025] FIG. 2 is another illustration of an example train, according to some embodiments.

[0026] FIG. 3 is yet another illustration of an example train, according to some embodiments.

[0027] FIG. 4 is another illustration still of an example train, according to some embodiments.

[0028] FIG. 5 is a block diagram of a locomotive system including a fuel conversion system and battery, according to some embodiments.

[0029] FIG. 6 is an energy use diagram corresponding to a route for a train, according to some embodiments.

[0030] FIG. 7 is a block diagram of energy flow between and within locomotives of a locomotive system, according to some embodiments.

[0031] FIG. 8 is a flow diagram of a method of operating a locomotive consist, according to some embodiments. [0032] FIG. 9 is a block diagram illustrating an architecture for a computer system that can be employed to implement elements of the systems and methods described and illustrated herein.

DETAILED DESCRIPTION

[0033] Following below are more detailed descriptions of various concepts related to, and implementations of, systems, methods, and controllers for hybrid locomotive consist control. Before turning to the figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methodology set forth in the description or illustrated in the figures. It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting.

[0034] Referring to the figures generally, the various embodiments disclosed herein relate to locomotive systems, methods, and controllers related to hybrid locomotive consist control. A hybrid locomotive can include one or more fuel sources, and a battery to store electrical energy. For example, a first locomotive car including a fuel conversion device, such as an engine or fuel cell can be disposed away from (e.g., separated by other railcars) another locomotive including a battery. The separation can permit the battery system and energy conversion systems to interface with separate infrastructure points (e.g., a refueling station for hydrogen gas or a hydrocarbon fuel, which is disposed away from a catenary line, third rail, or other high voltage source).

[0035] In some instances, the battery system can store sufficient energy to cause the locomotive to traverse a route. In some instances, the battery, in combination with a fuel conversion system can propel the locomotive. Multiple locomotives of a locomotive consist can be electrically coupled so that electrical energy can flow therebetween, such as to charge the battery or receive energy from the battery. Although resistive or other losses from transferring energy between the locomotives can negatively impact efficiency, the transfer of such energy can be employed to salvage regenerative energy rather than dissipating in grids, limit a rate of change of energy production of a fuel conversion system, or otherwise operate the fuel conversion system in an efficiency band, increasing a net efficiency of a locomotive system, relative to other approaches. [0036] As shown in FIG. 1, a train 100 includes one or more locomotives 102 of a locomotive consist. The locomotive consist can include one or more locomotives of the train 100. For example, the locomotive consist can include two or more locomotives 102 which are in network communication with each other. The one or more of the locomotives can be adjacent to one or another, or nonadj acent. For example, the locomotives 102 can be distributed throughout the train 100, configured in a distributed power configuration, or disposed on opposite ends of the train 100. An end of the train can refer to or include a terminal car of the train (e.g., a front 104 or a back 106 of the train 100). Various other positions of the train 100 may be referred to arbitrarily, such as a first position, second position, third position, or so forth. Any number of cars can separate the front car 104 of the train 100 from the back car 106 of the train 100, such as passenger cars 108, tender-cars, freight cars, or further locomotives 102. Cars of a train 100 are sometimes referred to as railcars, without limiting effect.

[0037] Any number of passenger cars 108 can be included in a train 100, such that the fuel reservoir 114 and battery 112, depicted in a same (only) passenger car 108, can be in separate passenger cars 108 or otherwise distributed throughout the train 100. Some passenger cars 108 or other cars separating two electrically or fluidically coupled locomotives 102 can omit either of the fuel reservoir 114 or the battery 112, but can include conductive elements 120 to convey electrical energy or fluid couplings 122 to convey fuel between the locomotives 102. As depicted, cars including batteries 112 or fuel reservoirs 114 can further include such elements. Further, the locomotive consist can couple with various processors of a controller via wired or wireless links. The locomotive consist, along with energy sources, wired or wireless connections, and controllers, can be referred to as a locomotive system. The locomotive system, along with other railcars or other connected portions can be referred to as the train 100.

[0038] The locomotives 102 can include propulsive elements, such as energy generation or conversion devices. For example, the locomotives 102 can include traction motors 110 configured to propel the locomotive based on energy received from the locomotive or another car of the train 100. The energy can be received from a battery 112 on another car (e.g., another locomotive 102). The energy can be received from a fuel, via a fuel conversion system 116 (e.g., an engine or fuel cell 126). Fuel of (or for) the fuel conversion system 116 can be sourced from a same car as the fuel conversion system 116 or from a fuel reservoir 114 disposed on another car (e.g., a passenger car 108). Various combinations of the disclosures can be realized according to the present disclosure. Hereinafter, FIGs. 2, 3, and 4, illustrate various combinations of aspects of the present disclosure. Such combinations are not intended to be limiting; various further combinations can be realized according to the present disclosure. For example, various numbers of locomotives 102, passenger cars 108, or other railcars can include various components of a locomotive system.

[0039] Referring now to FIG. 2, an example embodiment of a train 100, or portion thereof, is provided. The train 100 includes a locomotive 102 coupled with another railcar, depicted as a passenger car 108. The locomotive 102 includes a combustion engine 124 configured to power a traction motor 110 (e.g., via an alternator). The locomotive 102 further includes a fuel reservoir 114 (e.g., for diesel, low-carbon diesel, or other hydrocarbon fuels). The traction motor 110 is electrically coupled with a battery 112 disposed in the other railcar of the train 100. Particularly, conductive elements 120 couple the battery 112 with the traction motor 110 (e.g., at an output of the alternator), such that electrical energy can be exchanged between the battery 112 or alternator and the traction motor 110. For example, any of the battery 112, the alternator, or the traction motor 110 can operate as a source for electrical energy, and either of the battery 112 or the traction motor 110 can operate as an electrical sink (e.g., to charge the battery 112 or propel the train 100, respectively). The passenger car 108 can include an electrical port such as a brake shoe, pantograph, or charging receptable, which are further described hereinafter with reference to various railcars of a locomotive, to charge the battery, or receive a charge from the locomotive 102. The electrical port, batteries 112, or fuel reservoirs 114 can be substituted between various cars according to various embodiments of the present disclosure.

[0040] Referring now to FIG. 3, an example embodiment of a train 100, or portion thereof, is provided. The locomotive 102 includes the combustion engine 124 and traction motor 110, as depicted in FIG. 1. The combustion engine 124 is configured to combust multiple fuels, so that in addition to the diesel or diesel adjacent fuel (e.g., HVO, bio-diesel, or petroleum diesel) stored in the fuel reservoir of the locomotive 102, the combustion engine 124 can burn another fuel, which is sometimes referred to, without limiting effect, as a substitute fuel. For example, a combustion engine 124 configured to combust two fuels can be referred to as a dual fuel engine, a combustion engine 124 configured to combust three fuels can be referred to as a tri fuel engine, and so forth. [0041] A dual fuel engine system can include an engine having a dual fuel operation mode. The engine is configured to operate using two different fuels. The engine can be configured to operate using a first fuel and a second fuel, where the first fuel and the second fuel have different properties and/or chemical compositions. The properties can include autoignition temperatures, flame speeds, etc. The fuels can include diesel and natural gas, for example. For example, the first fuel can be a diesel fuel. The second fuel can be, for example, natural gas, an e-fuel or liquid biofuel. The liquid biofuel can be methanol and/or ethanol, for example. The first fuel or the second fuel can be any one of a high cetane number fuel, such as diesel, gas-to-liquid (GTL) diesel, heavy fuel oil (HFO), low sulfur fuel oil (LFSO), hydrotreated vegetable oil (HVO), marine gas oil (MGO), renewable diesel, biodiesel, paraffinic diesel, dimethyl ether (DME), F-76 fuel, F-34 fuel, jet A fuel, JP-4 fuel, JP-8 fuel, or oxymethylene ether (OME), or a low cetane number fuel (e.g., a high octane number fuel, a high methane number fuel). The low cetane number fuel can be natural gas, hydrogen, ethane, propane, butane, syngas, ammonia, methanol, ethanol, or gasoline. The first fuel and/or the second fuel can optionally be a blend of fuels. It should be appreciated that the foregoing are merely examples of fuels, and other types of first and second fuels are not precluded.

[0042] A substitution rate for the substitution fuel can vary between 0% and 100%. A fuel reservoir 114 in another car (e.g., passenger car 108) stores the substitute fuel, or a precursor therefor. The fuel reservoir 114 provides the substitute fuel, via fluid couplings 122, to the combustion engine. A battery 112, in a same or separate car as the fuel reservoir 114 for the substitute fuel couples with the traction motor 110 of the locomotive as discussed with regard to FIG. 2, and throughout the present application.

[0043] Referring now to FIG. 4, an example embodiment of a train 100, or portion thereof, is provided. A locomotive 102 of the train 100 includes a fuel cell 126 including fuel, and can further couple with a fuel reservoir for the fuel of the fuel cell 126 (e.g., EE). The locomotive 102, like other embodiments of the present disclosure can include (or omit) a battery 112 or other energy storage device (e.g., supercapacitor, flywheel, etc.), which may be used to limit a change in output levels of the fuel cell 126 (e.g., absorb transients by receiving or delivering energy). A further fuel reservoir 114 of another car of the locomotive 102 can include a fuel reservoir including a fuel for the fuel cell, or a precursor therefor, fluidly coupled with the fuel cell, and a battery 112, electrically coupled with the traction motor 110. [0044] As shown in FIG. 5, a locomotive system 500 includes a controller 502, one or more fuel conversion systems 116, a battery 112 and a traction motor 110. A fuel-conversion system 116 is disposed at a first position of a locomotive consist. A battery system is disposed at a second position of the locomotive consist. The battery system includes a traction motor 110 and a battery 112. A controller 502 is configured to generate control signals. Based on the control signals, the controller 502 can compare an energy use of a route of the locomotive consist to an energy use threshold. The controller 502 is configured to generate control signals to propel the locomotive consist with electrical energy sourced from the battery 112, responsive to a determination that the energy use threshold exceeds the energy use of the route. The controller 502 is configured to generate control signals to propel the locomotive consist via electrical energy sourced from a fuel of the fuel-conversion system 116, responsive to a determination that the energy use of the route exceeds the energy use threshold.

[0045] The controller 502, fuel conversion system 116, battery 112, or traction motor 110 can each include or interface with at least one processing unit or other logic device such as a programmable logic array engine, or module configured to communicate with a data repository 520 or database. The controller 502, fuel conversion system 116, battery 112, or traction motor 110 can be separate components, a single component, or part of the locomotive system 500. The locomotive system 500 and various components thereof (e.g., the controller 502) can include hardware elements, such as one or more processors, logic devices, or circuits. For example, the locomotive system 500 can include one or more components or structures of functionality of computing devices depicted in FIG. 9.

[0046] The data repository 520 can include one or more local or distributed databases, and can include a database management system. The data repository 520 can include computer data storage or memory and can store one or more of route data 522 or energy use data 524. The route data 522 can include a selection of a route (e.g., an index value in a table including one or more routes) or attributes of the one or more routes. For example, the attributes can include a route distance, route elevation change, or route braking points. In some embodiments, the attributes include an amount of energy associated with navigating the route, or the locomotive system 500 (e.g., a controller 502 thereof is configured to determine an energy use based on the route data 522). For example, the energy associated with navigating the route can be a total energy, or an energy associated with one or more points along the route. In some embodiments, the attributes include weather, passenger, cargo, recoverable braking energy, or other information associated with the locomotive system 500. In some embodiments, the attributes include a position of one or more infrastructure points (e.g., fueling points, electrical recharging stations, or passenger loading or unloading positions).

[0047] The energy use data 524 can refer to energy used by the locomotive system 500. For example, energy use data 524 can refer to an efficiency of energy transfer, such as energy transfer from a battery 112 to a conductive element (e.g., self-discharge, resistive losses, thermal losses from electrochemical inefficiencies, etc.). The energy use data 524 can include resistive losses along conductive elements, in traction motors 110 (e.g., under regenerative braking, under load, or freewheeling). Energy use data 524 can refer to an efficiency of an engine, fuel cell 126, or other fuel conversion system, such as an efficiency relative to a load level or stability, temperature, or so forth.

[0048] The energy use data 524 can include one or more energy levels. For example, the energy use data 524 can refer to or include a fuel level of a combustion engine 124 or fuel cell 126, or a state of charge (SoC) of a battery 112. The energy level may further refer to an attribute corresponding to an infrastructure point (e.g., a rate of charge or fuel delivery, an amount of charge available, or a fuel mix of one or more fuels). The energy use data 524 can include a conversion efficiency between one or more energy sources. For example, the energy use data 524 can include a first conversion efficiency between a fuel source and electrical energy, a second conversion efficiency between the electrical energy provided to a traction motor 110, and the propulsion generated thereby, and a third conversion efficiency between a regenerative braking system and the battery 112.

[0049] The energy use data 524 can include one or more predefined thresholds. For example, the thresholds can correspond to a maximum or minimum SoC of a battery, quantity of fuel, energy produced by an energy conversion system 116 (or ramp rate thereof).

[0050] Referring further to FIG. 5, the system can include or interface with at least one controller 502. The controller 502 can include or interface with one or more processors and memory. The processor can be implemented as a specific purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a group of processing components, or other suitable electronic processing components. The processors and memory can be implemented using one or more devices, such as devices in a client-server implementation. The memory can include one or more devices (e.g., random access memory (RAM), read-only memory (ROM), flash memory, hard disk storage) for storing data and computer code for completing the various operations described herein. The memory can be or include volatile memory or non-volatile memory and can include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures of the present disclosure. The memory can be communicably connected to the processor and include computer code or instruction modules for executing one or more processes described herein. The memory can include various circuits, software engines, and/or modules that cause the processor to execute the systems and methods described herein.

[0051] The controller 502 can include or be coupled with communications electronics. The communications electronics can conduct wired and/or wireless communications. For example, the communications electronics can include one or more wired (e.g., Ethernet, PCIe, AXI, or CAN) or wireless transceivers (e.g., a Wi-Fi transceiver, a Bluetooth transceiver, an NFC transceiver, or a cellular transceiver). The communications electronics can couple the controller 502 to one or more elements of the system 500, or various components of the controller to each other. For example, the controller 502 can receive various route data 522 or energy use data 524 associated with a locomotive system 500 via the communications electronics, convey various control signals to actuate the fuel conversion system 116, battery 112, or traction motor 110 via the communications electronics. The controller 502 can cause one or more operations disclosed, such as by employing another element of the locomotive system 500. For example, operations disclosed by other elements of the locomotive system 500 can be initiated, scheduled, or otherwise controlled by the controller 502, via generation of control signals.

[0052] The controller 502 is structured to control, at least partly, the operation of the fuel conversion system 116, battery 112, or traction motor 110. Communication between and among the components can be via any number of wired or wireless connections. In some embodiments, a controller area network (CAN) bus provides the exchange of signals, information, and/or information. The CAN bus includes any number of wired or wireless connections. Because the controller 502 is communicably coupled with the systems and components of FIG. 5, the controller 502 is structured to receive information from one or more of the components shown in FIG. 5 (e.g., from various sensors, processors, or so forth). [0053] The controller 502 can be communicatively coupled with any of the elements of the locomotive system. For example, the controller 502 can be communicatively coupled with various sensors. Thus, the controller 502 can receive sensor data such as an indication of a position of a locomotive from a positional sensor, a battery SoC from a voltage sensor, a fuel level for the fuel conversion system 116 from a fuel level sensor, or so forth. The controller 502 can generate control signals to actuate various switching elements to selectively engage or couple the fuel conversion system 116, battery 112, traction motor 110, etc. The controller 502 can be coupled with instructions of a non-transitory memory to configure the controller to perform the instructions. For example, in an embodiment of the present disclosure:

[0054] The controller 502, including one or more processors coupled with memory, is configured to determine, based on a transit distance of a route for a locomotive consist, an energy use of the route. The controller 502 is configured to select, based on the energy use and a state of charge of a battery 112 disposed at a first end of the locomotive consist, a first portion of the energy use for provision from the battery 112. The controller 502 is configured to select, based on the first portion, a second portion of the energy use for provision from a fuel-conversion system disposed at a second end of the locomotive consist. The controller is configured to generate control signals to cause the fuel-conversion system to provide the second portion of the energy to the battery 112, or a traction motor 110 electrically coupled to the fuel-conversion system 116.

[0055] In some embodiments, the controller 502 is further configured to charge, at a locomotive terminal, the battery 112 from electrical energy from a conductive element coupled to the locomotive consist. In some embodiments, the controller is further configured to determine the energy use based on a portion of energy received from the traction motor 110 under braking.

[0056] The locomotive system 500 includes at least one fuel conversion system 116. The fuel conversion system 116 can include an engine or a fuel cell 126 disposed on at least one locomotive of the locomotive consist. The fuel cell 126 can generate electricity from stored chemical energy of a fuel source. The fuel conversion system 116 can include or interface with an alternator coupled to an internal combustion engine 124 to produce electrical energy based on a mechanical rotation received therefrom, or a linear generator coupled to a free piston engine to produce electrical energy therefrom. For example, the alternator can be a main alternator, or auxiliary alternator of a locomotive 102. The fuel cell 126 can electrically couple with the battery 112. For example, the fuel cell 126 can charge the battery 112, responsive to control signals generated by the controller 502. In some embodiments, the battery 112 provides energy to the traction motor 110 along with the fuel conversion system 116 (e.g., to reduce a number or magnitude or power output adjustments of the fuel cell 126 or engine of the fuel conversion system 116).

[0057] A fuel of the fuel conversion system 116 can include, for example, methane, ammonia, hydrocarbon fuel (gasoline, methane or other natural gas, hydrotreated vegetable oil (HVO), or diesel (e.g., petroleum diesel, low-carbon diesel, blends thereof, etc.)), alcohol fuels (e.g., ethanol or methanol), hydrogen gas, and so forth. The fuel can be stored in one or more cars of the locomotive system 500. For example, the fuel can be stored by a locomotive 102 and a passenger car 108 such that a fuel conversion system 116 of the locomotive 102 and a fuel reservoir 114 of the passenger car 108 are fluidly coupled.

[0058] In an embodiment employing a fuel cell 126 in a first car of the locomotive consist (e.g., a locomotive 102), the first car can include a first quantity of the fuel, and a fuel reservoir in a second car (e.g., a passenger car) of the locomotive consist, fluidly coupled with the fuel cell 126, can include a second quantity of the fuel. In an embodiment employing a combustion engine, the combustion engine 124 can be in a first car of the locomotive consist. The first car can include a fuel delivery system configured to store a first quantity of fuel. The fuel delivery system can include a fuel tank, fuel lines, injectors, and so forth. A fuel reservoir of a second car (e.g., passenger car) of the locomotive consist can include a fuel reservoir 114 fluidly coupled with the fuel delivery system. For example, the fuel reservoir 114 can be selectively coupled with a locomotive, wherein the fuel reservoir 114 is configured, when not connected to the locomotive 102, to retain fuel in the fuel reservoir 114, and when connected to the locomotive 102, to provide the fuel to the fuel delivery system of the locomotive 102. The provision of fuel can be based on a pressure gradient, or an active control signal (e.g., a fuel pump operating based on control signals generated by the controller 502).

[0059] The locomotive system 500 can include at least one battery 112. The battery 112 can receive power from an alternating current or direct current mains supply, the fuel conversion system 116 (e.g., via an alternator or dynamo), or a traction motor 110, via regenerative braking. The battery 112 can provide power to, for example, one or more passenger cars 108 or locomotives 102 (e.g., traction motors 110 or auxiliary systems thereof). For example, the battery 112 can provide power to a starter motor of the engine and receive power from an alternator (not depicted) of one or more locomotives of the locomotive system 500. The battery 112 can receive power from another source, such as an electrical port (e.g., a port configured to couple with a battery charger). Thus, where a fuel conversion system 116 is in a ready or standby mode for a period of time that would otherwise deplete the battery 112, the controller 502 can cause the battery 112 can maintain a SoC in excess of a threshold value by receiving power via the electrical port, such as from a catenary line, third rail, plugOin charger, or so forth.

[0060] A traction motor 110 can include a device configured to provide propulsive power from electrical power, which may be received from other components of a locomotive system 500 such as a battery 112 or fuel conversion system 116. A traction motor 110 can include, for example, a brushless motor disposed in a front or rear truck of a locomotive 102. In various embodiments, any number of axles of a locomotive can be powered, such that references to a traction motor 110 can generally be substituted for a truck including one or more traction motors 110, or a locomotive including one or more trucks. According to various embodiments, the various traction motors 110 can be individually controlled (by the controller 502), or controlled according to one or more groupings (e.g., truck-control or individual axle control). The controller can address one or more traction motor 110 based on an efficiency of a quantity of traction motors 110 addressed.

[0061] The traction motor 110 can include a regenerative braking system to harvest energy, such as while traversing a downhill grade, or while the locomotive 102 is under power from one or more other traction motors 110. The traction motor 110 can alternate between tractive or regenerative modes of propulsion, or freewheeling. In a tractive mode of propulsion, the traction motor 110 receives electrical energy to convert to kinetic energy to propel the locomotive system 500. In a regenerative mode of propulsion, the traction motor 110 receives kinetic energy to convert to electrical energy. This regenerative capability not only contributes to overall energy efficiency but can also reduce the thermal load on conventional braking systems or resistive grids.

[0062] Referring now to FIG. 6, an energy use diagram 600 is provided corresponding to a route for a train 100. A vertical axis 602 indicates a power level corresponding to the route, such as an indication of energy per distance traveled or time elapsed. A horizontal axis 604 indicates a predefined route that the train is configured to navigate. For example, the predefined route can include a path of travel, speed, operational restrictions (e.g., noise levels, particulate matter emissions limits, or so forth). Like the vertical axis 602, the horizontal axis 604 is provided according to an arbitrary scale. In various embodiments of the present disclosure, the route may be demarcated according to a distance traveled, an elapsed time, an energy use associated with a segment of travel, or so forth. An energy use corresponding to any portion of the route can be determined by integration of one or more energy flows across a corresponding portion of the horizontal axis 604.

[0063] A first energy flow 608, corresponding to an energy production of a fuel conversion system 116 indicates a provision of energy which can relate to a continuous operation of, for example, a fuel cell 126, combustion engine, or other fuel conversion system 116 device. The continuous operation can correspond to, for example, increased efficiency or thermal stability, relative to intermittent operation. As depicted, the first energy flow 608 can include periods of constant output. As depicted, the first energy flow 608 can include a slew-limited ramp rate 606. That is, the change between various outputs can be rate-limited (e.g., by the controller 502). The rate-limit can correspond to an operational limit, efficiency, or reliability of a fuel cell 126 or other fuel conversion system 116. For example, the continuous operation can maintain an electrolyte membrane, catalyst, gas diffusion layer, or other portion of a fuel cell 126 within a predefined temperature range, which is associated with greater efficiency or reliability, or lower maintenance operations. For example, maintaining a fuel cell 126 within a predefined range can limit a number of thermal cycles experienced by various portions thereof. For a fuel conversion system 116 including an engine, constant rate operation (e.g., corresponding to selectable throttle notches) and slew limiting of changes can be applied to, for example, increase fuel efficiency, maintain exhaust temperature within an operational window, reduce a number of restarts, or so forth.

[0064] A second energy flow 610, corresponding to an energy production of a battery indicates a transfer of energy to or from the battery 112. The controller 502 can adjust such as transfer of energy according to route data 522 and energy use data 524. For example, the controller 502 can adjust an energy delivery to or from the battery to maintain a slew rate limit or output level of the fuel conversion device 116. For example, the controller 502 can cause the battery 112 to output more or less energy to maintain the constant output or slew- limited ramp rate 606 of a fuel cell 126. The controller 502 can cause the battery 112 to receive a charge to increase a load to the fuel conversion system 116, or provide energy to a traction motor 110 or other electrical source (e.g., passenger car, auxiliary circuit of a locomotive, or so forth). Thus, as indicated, the current sourced from/to the battery 112 may vary over time according to the energy demand of the route. In some embodiments, such as where the battery system includes batteries 112 distributed throughout the vehicle, the controller 502 can selectively deplete some battery packs, such as passenger cars which will be removed from the train 100.

[0065] In some embodiments, the first energy flow 608 can be omitted. For example, the controller 502 can determine that an energy use of a route is less than a threshold value (e.g., an amount of energy which can be provided from a battery 112 to the traction motor 110). The controller 502 can cause the train 100 to selectively operate in a hybrid mode, or an electric mode. For example, wherein the energy level for a route is greater than the energy stored by the battery 112 for provision to the traction motor 110 (e.g., accounting for transmission or conversion efficiencies), the controller 502 can cause the locomotive system 500 to operate in a hybrid mode.

[0066] In some embodiments, further energy flows corresponding to infrastructure points are provided. For example, an energy flow can correspond to fuel delivered by a fuel point, or from a conductive element exterior to the locomotive. The locomotive 102 can receive energy from the conductive element (e.g., via a pantograph or other electrical port), or provide energy to the conductive element. For example, the controller 502 can cause the battery to receive a charge from a conductive element exterior to the locomotive consist. The receipt of the charge can be based on a SoC of the battery 112. Conversely, the controller 502 can generate control signals to transfer energy from the locomotive consist to the conductive element. For example, under braking, energy received from the traction motors can be conveyed to the conductive element via the pantograph.

[0067] Referring now to FIG. 7, an energy flow diagram 700 is provided, indicating various energy flows. The energy flows include intra-train flows, as well as flows including infrastructure points such as charge points 706 or fuel points 708. The energy flow diagram 700 corresponds to a locomotive system 500 including a first locomotive 102A and a second locomotive 102B. The respective locomotives 102 A, 102B can be separated by any number of railcars including conductive elements to 120 electrically couple with first locomotive 102A with the second locomotive 102B. The energy flow diagram 700 depicts selected energy sources and interconnections. The depicted sources and interconnections are not intended to be limiting. Various components are not illustrated, merely for clarity. A locomotive system 500 can include further elements according to aspects of the present disclosure. For example, a battery management system can regulate the charging or discharging of the battery 112, a fuel pump can regulate the flow of fuel throughout the system, various sensors can provide feedback to the controller 502 to monitor, adjust, or otherwise control various aspects provided herein. Further, as indicated above, railcars can include fuel reservoirs 114 fluidly coupled with the depicted fuel reservoirs 114, batteries 112 electrically coupled with the depicted battery 112, etc.

[0068] A first locomotive 102 A at a first position can include a fuel conversion system 116 to generate energy for propulsive effort (e.g., electrical energy for provision to a traction motor 110, as depicted.) Likewise, a second locomotive 102B at a second position includes a battery 112, which can electrically couple to one or more further batteries 112, such as one or more batteries 112 distributed among passenger cars 108 of a train 100 including the locomotive 102. The first locomotive 102A and second locomotive 102B can be distributed throughout a train, such as on opposite ends thereof. That is, the first position can be at a first end of the locomotive system 500 and the second position can be at a second end of the locomotive system 500.

[0069] The controller 502 can monitor, adjust, initiate, or halt the various energy flows described herein. For example, any changes to the energy flows can be realized via control signals generated by the controller 502.

[0070] One or more passenger cars 108 separating the locomotives 102 can include conductive elements 120 to convey electrical energy therebetween. The inclusion of the passenger cars 108 can generate a spacing between the respective locomotives 102 A, 102B, such that a fuel point 708 for refueling the first locomotive 102A can be located away from a charge point 706 for the battery 112 of the second locomotive 102B. Such separation can aid in the construction of the fuel point 708 and the charge point 706, along with any passenger loading terminals (which may be referred to, collectively, as infrastructure elements). For example, the separation can aid compliance with design goals to physically segregate high voltage sources with combustible fuels or passengers.

[0071] The locomotive system 500 can include an electrical port 702 configured to receive electrical energy from a conductive element 710 coupled with the locomotive 102B at the second position. The electrical port 702 can include a charging receptacle wherein the conductive element is an outlet of an electric charging station. The electrical port 702 can include a pantograph, wherein the conductive elements is a catenary line. The controller 502 can cause the train to arrive proximate to a passenger terminal, wherein one or more passenger cars are aligned with a passenger embarkation/disbursement point, a fuel port 704 of the fuel conversion system 116 is aligned with a fuel point 708, or the electrical port 702 is configured to couple with a charge point 706. For example, the controller 502 can generate control signals to brake the locomotive consist to couple an electrical port 702 of the locomotive 102 to the conductive element (e.g., to couple the pantograph to the catenary line). In some embodiments, the locomotive system 500 can include multiple electrical ports 702, including one or more at the passenger cars 108, or the first locomotive 102 A. For example, the locomotive system 500 can include a second electrical port (not depicted) configured to received energy from a second conductive element 710 exterior to the locomotive system 500, at the first position.

[0072] The first locomotive 102 A includes a fuel conversion system 116 coupled to a traction motor 110. For example, an output of an alternator of the fuel conversion system 116 can couple to the traction motor 110 such that energy delivered from the alternator to the traction motor 110 can generate tractive effort for a train 100 including the locomotive system 500. The controller 502 can determine an efficiency of such a conversion depending on, for example, an amount of power generated (e.g., a throttle notch), a temperature, a fuel type or mix, or so forth. The fuel conversion system 116 can receive fuel from one or more fuel reservoirs 114, such as a fuel reservoir 114 of the locomotive 102 A, or of one or more further passenger cars 108 of the locomotive system 500. The fuel reservoir 114 can couple with a fuel port 704 to receive fuel from a fuel point 708. The controller can receive an indication of (or otherwise control) a fuel delivered to the locomotive 102A. For example, the fuel can include a hydrocarbon or hydrogen gas fuel alone, methanal alone, or a blend of one or more fuels. The controller 502 can control the fuel conversion system 116 or the battery 112 based on a fuel received from the fuel point 708. For example, the controller can control a ramp rate, cycle time, or other aspect of engine operation based on the fuel.

[0073] The traction motor 110 can further be coupled with a battery 112, such as a battery 112 of the second locomotive 102B, or of a passenger car 108. The traction motor 110 can receive electrical energy from the battery 112, or provide electrical energy to the battery 112. For example, the controller 502 can generate control signals to generate, via the traction motor 110, electrical energy to charge the battery 112 from kinetic energy of the locomotive consist. In some embodiments, the fuel conversion system 116 generates energy used to charge the battery 112.

[0074] The locomotive system 500 can include various traction motors 110. For example, each of the first locomotive 102 A and the second locomotive 102B can include one or more trucks, each including one or more traction motors 110 to propel the locomotive consist. As indicated above, any of the references to a traction motor 110 herein, can further refer to such a collection of traction motors 110. In some embodiments, the second locomotive 102B is configured to provide energy from the battery 112 to a first traction motor 110 at the second position. In some embodiments, the locomotive system 500 includes a second traction motor 110 at the first position, configured to receive electrical energy from the fuel-conversion system 116. Wherein the first locomotive 102A and second locomotive 102B are electrically coupled, either traction motor 110 can receive energy from either energy source (e.g., the battery 112 or fuel conversion system 116). For example, the controller 502 can modulate energy usage to reduce changes in states or ramp rates of a fuel-conversion system 116, or to avoid actuation of the fuel-conversion system 116 (e.g., where a route can be navigated with stored electrical power alone). In some embodiments, the controller 502 can halt an energy flow from one or more devices prior to arrival at a predefined location. For example, the controller 502 can halt an operation of a combustion engine 124 or battery 112 to prepare for refueling, maintenance, or proximity to passengers.

[0075] Referring now to FIG. 8, a flow diagram of a method 800 of operating a locomotive consist is provided, according to some embodiments. The method 800 can be performed by a controller 502 including various circuits, instructions, processors, or other logical elements, such as the logical elements described at FIG. 9, or otherwise herein. For example, the controller 502 can be a controller 502 of the various systems disclosed herein, including one or more processors coupled to memory. In brief overview, at operation 802, the method 800 includes determining a state of charge of a battery system. At operation 804, the method 800 includes determining a quantity of available fuel for a fuel-conversion system 116. At operation 806, the method 800 includes determining an energy usage of a route, the energy usage based on a transit distance for a locomotive consist along the route. At operation 808, the method 800 includes allocating the energy usage between a first portion of energy stored at a battery 112 of the locomotive consist and a second portion of energy stored in a fuel of the fuel-conversion system.

[0076] Referring again to operation 802, the controller 502 determines a state of charge of a battery system. To determine the state of charge, the controller 502 can receive energy use data 524 or sensor data for one or more batteries 112, battery cells, battery packs, etc. of the battery system. For example, the batteries 112 can include at least one battery 112 electrically coupled with the fuel-conversion system 116 and mechanically separated therefrom by one or more railcars (e.g., passenger cars 108). Wherein the battery system includes multiple batteries 112 (e.g., distributed throughout a locomotive system 500), the controller 502 can determine a total state of charge, as well as individual states of charge. The total state of charge can be used to determine whether to actuate a fuel -conversion system 116. The individual states of charge can be used to determine which batteries 112 to source power from or a rate of energy use from said batteries 112. (e.g., where a train 100 is rebuilt at a completion of a route). For example, the controller 502 can reduce a number of charge cycles applied to one or more batteries 112, or preferentially discharge batteries 112 based on a position within the train 100 (e.g., a battery 112 which is configured for removal from the train, or is disposed proximal to a charge point 706).

[0077] Referring again to operation 804, the controller 502 determines a quantity of available fuel for a fuel-conversion system 116. Such a determination can include determining a quantity of fuel at one or more positions or reservoirs, such as a fuel tank of a locomotive, or a quantity of fuel at another fuel reservoir 114 located on a passenger car 108. For example, the controller 502 can receive one or more measurements from a fuel level sensor, or determine an amount of fuel used since a last refueling operation. At operation 806, the controller 502 determines an energy usage of a route, the energy usage based on a transit distance for a locomotive consist along the route. The controller 502 can determine the energy usage via retrieval of one or more predefined values from the data repository 520 (e.g., route data 522 or energy use data 524).

[0078] Referring again to operation 808, the controller 502 allocates the energy usage between a first portion of energy stored at a battery 112 of the locomotive consist and a second portion of energy stored in a fuel of the fuel-conversion system 116. An allocation can be of a zero or non-zero amount. In some embodiments, the controller allocates a non-zero second portion of the energy (e.g., does not operate in an electric-only mode). In some embodiments, such has wherein energy stored in batteries 112, available for provision to traction motors 110 exceeds energy used for navigating a route, the allocation for the second portion is zero (e.g., the locomotive 102 operates in an electric only mode).

[0079] In some embodiments, the allocation includes energy conversions or conveyances within the locomotive system 500. For example, in some embodiments, the allocation of the first or second portion can be based on a first efficiency of a first energy transfer from the fuel to electrical energy, and a second efficiency of a second energy transfer from an output of the electrical energy to a locomotive comprising a traction motor 110 and the battery 112. In some embodiments, the energy conversions or conveyances include transferring, by the controller 502, energy from a fuel-conversion system locomotive including the fuel to a battery locomotive comprising the battery 112. For, example, the fuel-conversion system locomotive can be disposed at a first end of the locomotive consist and the battery locomotive can be disposed at a second end of the locomotive consist. In some embodiments, the controller 502 generates control signals to cause the fuel -conversion system 116 to generate energy to charge the battery 112, based on the state of charge and the route.

[0080] The operations of the method 800 are not intended to be limiting. In various instances, the method 800 can include additional, fewer, or different operations. For example, in some embodiments, the controller 502 causes the battery 112 to receive a charge from a conductive element 710 exterior to the locomotive consist (e.g., catenary line), based on the state of charge. In some embodiments, the controller 502 brakes the locomotive consist to couple an electrical port 702 of the locomotive 102 to the conductive element 710. In some embodiments, the controller 502 generates control signals to transfer energy from the locomotive consist to the conductive element 710. [0081] FIG. 9 is a block diagram illustrating an architecture for a computer system 900 that can be employed to implement elements of the systems and methods described and illustrated herein. The computer system or computing device 900 can include or be used to implement a controller 502 or its components, and components of the locomotive system 500. The computing system 900 includes at least one bus 905 or other communication component for communicating information and at least one processor 910 or processing circuit coupled with the bus 905 for processing information. The computing system 900 can also include one or more processors 910 or processing circuits coupled with the bus for processing information. The computing system 900 also includes at least one main memory 915, such as a randomaccess memory (RAM) or other dynamic storage device, coupled with the bus 905 for storing information, and instructions to be executed by the processor 910. The main memory 915 can be used for storing information during execution of instructions by the processor 910. The computing system 900 can further include at least one read only memory (ROM) 920 or other static storage device coupled with the bus 905 for storing static information and instructions for the processor 910. A storage device 925, such as a solid-state device, magnetic disk or optical disk, can be coupled with the bus 905 to persistently store information and instructions (e.g., for the data repository 520).

[0082] The computing system 900 can be coupled via the bus 905 to a display 935, such as a liquid crystal display, or active-matrix display. An input device 930, such as a keyboard or mouse can be coupled with the bus 905 for communicating information and commands to the processor 910. The input device 930 can include a touch screen display 935.

[0083] The processes, systems and methods described herein can be implemented by the computing system 900 in response to the processor 910 executing an arrangement of instructions contained in main memory 915. Such instructions can be read into main memory 915 from another computer-readable medium, such as the storage device 925. Execution of the arrangement of instructions contained in main memory 915 causes the computing system 900 to perform the illustrative processes described herein. One or more processors in a multiprocessing arrangement can also be employed to execute the instructions contained in main memory 915. Hard-wired circuitry can be used in place of or in combination with software instructions together with the systems and methods described herein. Systems and methods described herein are not limited to any specific combination of hardware circuitry and software. [0084] Although an example computing system has been described in FIG. 9, the subject matter including the operations described in this specification can be implemented in other types of digital electronic circuitry, or in computer software, firmware, or hardware, including the structures disclosed in this specification and their structural equivalents, or in combinations of one or more of them.

[0085] As utilized herein, the terms “approximately,” “about,” “substantially,” and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims.

[0086] It should be noted that the term “exemplary” and variations thereof, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples).

[0087] The term “coupled” and variations thereof, as used herein, means the joining of two members directly or indirectly to one another. Such joining can be stationary (e.g., permanent or fixed) or moveable (e.g., removable or releasable). Such joining can be achieved with the two members coupled directly to each other, with the two members coupled with each other using one or more separate intervening members, or with the two members coupled with each other using an intervening member that is integrally formed as a single unitary body with one of the two members. If “coupled” or variations thereof are modified by an additional term (e.g., directly coupled), the generic definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly coupled” means the joining of two members without any separate intervening member), resulting in a narrower definition than the generic definition of “coupled” provided above. Such coupling can be mechanical, electrical, or fluidic. For example, circuit A communicably “coupled” to circuit B can signify that the circuit A communicates directly with circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries).

[0088] References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below”) are merely used to describe the orientation of various elements in the FIGURES. It should be noted that the orientation of various elements can differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure. The term “or,” as used herein, is used in its inclusive sense (and not in its exclusive sense) so that when used to connect a list of elements, the term “or” means one, some, or all of the elements in the list.

[0089] Although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. Likewise, software implementations of the described methods could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps.

[0090] It is important to note that the construction and arrangement of the systems and methods as shown in the various exemplary embodiments is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein. Although only one example of an element from one embodiment that can be incorporated or utilized in another embodiment has been described above, it should be appreciated that other elements of the various embodiments may be incorporated or utilized with any of the other embodiments disclosed herein.

Claims

WHAT IS CLAIMED IS:

1. A locomotive system, comprising: a fuel -conversion system at a first position of a locomotive consist; a battery system at a second position of the locomotive consist, the battery system comprising a traction motor and a battery; and a controller configured to: generate control signals to compare an energy use of a route of the consist to an energy use threshold; generate control signals to propel the locomotive consist with electrical energy sourced from the battery, responsive to a determination that the energy use threshold exceeds the energy use of the route; and generate control signals to propel the locomotive via electrical energy sourced from a fuel of the fuel-conversion system, responsive to a determination that the energy use of the route exceeds the energy use threshold.

2. The locomotive system of claim 1, wherein the fuel-conversion system comprises: a fuel cell in a first car of the locomotive consist, the fuel cell comprising a first quantity of the fuel; and a fuel reservoir in a second car of the locomotive consist, the fuel reservoir fluidly coupled with the fuel cell, wherein the second car is a passenger car.

3. The locomotive system of claim 1, wherein the fuel-conversion system comprises: a combustion engine in a first car of the locomotive consist, the first car comprising a fuel delivery system configured to store a first quantity of fuel; and a fuel reservoir in a second car of the locomotive consist, the fuel reservoir fluidly coupled with the fuel delivery system, wherein the second car is a passenger car.

4. The locomotive system of claim 1, wherein the first position is a first end of the locomotive system, and the second position is a second end of the locomotive system.

5. The locomotive system of claim 1, further comprising an electrical port configured to receive electrical energy from a conductive element coupled with the locomotive system at the second position.

6. The locomotive system of claim 5, wherein the electrical port comprises a pantograph, and the conductive element is a catenary line.

7. The locomotive system of claim 5, further comprising a second electrical port configured to receive electrical energy from a second conductive element exterior to the locomotive system, at the first position.

8. The locomotive system of claim 1, wherein: the fuel-conversion system comprises a fuel cell electrically coupled with the battery system; and the controller is configured to generate control signals to charge the battery system via the electrical coupling.

9. The locomotive system of claim 1, further comprising the controller to generate control signals to: generate, via the traction motor, electrical energy to charge the battery from kinetic energy of the locomotive consist.

10. The locomotive system of claim 8, wherein the locomotive system comprises a second traction motor at the first position, the second traction motor configured to receive electrical energy from the fuel-conversion system.

11. A method of operating a locomotive consist comprising: determining, by a controller, a state of charge of a battery system; determining, by the controller, a quantity of available fuel for a fuel-conversion system; determining, by the controller, an energy usage of a route, the energy usage based on a transit distance for a locomotive consist along the route; allocating, by the controller, the energy usage between: a first portion of energy stored at a battery of the locomotive consist; and a second portion of energy stored in a fuel of the fuel-conversion system, the fuel-conversion system electrically coupled with the battery and mechanically separated from the battery by one or more railcars.

12. The method of claim 11, wherein allocating the second portion comprises determining: a first efficiency of a first energy transfer from the fuel to electrical energy; and a second efficiency of a second energy transfer from an output of the electrical energy to a locomotive comprising a traction motor and the battery.

13. The method of claim 12, comprising: allocating, by the controller, a non-zero second portion of the energy.

14. The method of claim 12, comprising: transferring, by the controller, energy from a fuel-conversion system locomotive comprising the fuel to a battery locomotive comprising the battery, wherein the fuelconversion system locomotive is disposed at a first end of the locomotive consist and the battery locomotive is disposed at a second end of the locomotive consist.

15. The method of claim 14, comprising: causing, by the controller, the battery to receive a charge from a conductive element exterior to the locomotive consist, based on the state of charge.

16. The method of claim 15, comprising: generating, by the controller, control signals to transfer energy from the locomotive consist to the conductive element.

17. The method of claim 14, comprising: generating, by the controller, control signals to cause the fuel-conversion system to generate energy to charge the battery, based on the state of charge and the route.

18. A controller comprising one or more processors, coupled with memory, the controller configured to: determine, based on a transit distance of a route for a locomotive consist, an energy use of the route; select, based on the energy use and a state of charge of a battery disposed at a first end of the locomotive consist, a first portion of the energy use for provision from the battery; select, based on the first portion, a second portion of the energy use for provision from a fuel-conversion system disposed at a second end of the locomotive consist; and generate control signals to cause the fuel-conversion system to provide the second portion of the energy to: the battery, or a traction motor electrically coupled to the fuel-conversion system.

19. The controller of claim 18, wherein the controller is further configured to: charge, at a locomotive terminal, the battery from electrical energy from a conductive element coupled to the locomotive consist.

20. The controller of claim 18, wherein the controller is further configured to: determine the energy use based on a portion of energy received from the traction motor under braking.