JP7430055B2 - Hybrid propulsion system and method for controlling it - Google Patents

Description

TECHNICAL FIELD The present subject matter relates generally to hybrid vehicles, and more specifically to hybrid locomotive energy management systems and methods of controlling and/or using the systems.

In operating a vehicle such as a locomotive, some of the factors that operators typically consider include environmental conditions, grade or slope, track or path curvature, speed limits, vehicle size, load weight, and its One example is weight distribution. Vehicle operation may be determined in part by a locomotive control system configured to automatically accelerate and decelerate the vehicle.

For example, a locomotive control system with a trip optimization system may benefit from a database depicting trajectory or route characteristics such as altitude and terrain details and location. Such features may be input into an optimization program that includes locator elements to determine the location of the locomotive, track characterization elements, sensors for measuring operating conditions, etc. Optimization programs typically include a description of locomotive power, performance of locomotive traction shifting, consumption of energy from engine fuel as a function of output power, and other systems that allow system performance to be modeled. Contains performance characteristics. An optimization program is implemented within the processor to optimize performance for an objective function, which may include, by way of example, minimizing travel time, minimizing transitions between power settings (notches), and minimizing emissions. The algorithm can be

In conventional hybrid locomotive systems with engine and battery powered power, the control system typically takes into account ambient climate conditions such as temperature and pressure at various different points along the path of travel. optimizing factors such as fuel consumption, NOx emissions, and battery state of charge. Furthermore, conventional optimization programs, if not explicitly created for the operation of hybrid locomotive systems, do not predetermine the power and torque requirements for stable combustion at low temperature conditions along the path of travel. There is a risk of operating the battery and engine without any warning, potentially resulting in high fuel consumption and/or reduced component life.

There is still room for energy efficiency improvements in hybrid vehicle optimization programs.

In accordance with one aspect of the present subject matter, a system for controlling a hybrid propulsion system includes an altitude and terrain associated with a predetermined path for the hybrid propulsion system including a first energy source and a second energy source. includes a computer programmed to obtain information about The computer also obtains current and predicted ambient climate information associated with the predetermined path of the hybrid propulsion system; and the hybrid propulsion system associated with altitude and terrain along the predetermined path of the hybrid propulsion system. determining power and torque requirements for; creating a travel plan to optimize at least one of a plurality of performance parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined path; and select the first energy source and/or the second energy source based on the itinerary.

In accordance with another aspect of the inventive subject matter, a method for controlling a hybrid propulsion system comprises determining the altitude and terrain of a predetermined path for travel of said hybrid propulsion system including a first energy source and a second energy source. including the step of obtaining information about the The method also includes obtaining ambient climate information along the predetermined path of the hybrid propulsion system, power of the hybrid propulsion system associated with altitude and terrain along the predetermined path of the hybrid propulsion system. determining demand and torque requirements; creating a trip plan that optimizes a plurality of operating parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined path; and the trip plan. preferentially selecting the first energy source and/or the second energy source based on.

In accordance with yet another aspect of the inventive subject matter, a propulsion system is a hybrid power source for providing power to drive the propulsion system via a power line, the propulsion system comprising an internal combustion (IC) engine and an electric motor. the IC engine includes a hybrid power source coupled to a power line; a bank of batteries coupled to the electric motor; a selection device; and a computer. A selection device is arranged to selectively couple the electric motor to the power line.

The propulsion system is also configured to obtain altitude and terrain information associated with a predetermined route for the hybrid propulsion system including a first energy source and a second energy source; A computer is configured to obtain ambient climate information associated with the predetermined route. The computer also causes the hybrid propulsion system to operate on the predetermined path to determine power and torque requirements of the hybrid propulsion system associated with altitude and terrain along the predetermined path of the hybrid propulsion system. the first energy source and/or the first energy source and/or The second energy source is configured to be preferentially selected.

In accordance with one aspect of the present subject matter, a system for controlling a hybrid propulsion system includes an altitude and terrain associated with a predetermined path for the hybrid propulsion system including a first energy source and a second energy source. includes a computer programmed to obtain information about The computer also determines power and torque requirements associated with altitude and terrain along the predetermined path of the hybrid propulsion system. and generating a trip plan to control at least one of a plurality of performance parameters in the hybrid propulsion system as it travels and to enable stable low temperature combustion, and the power demand and the torque of the hybrid propulsion system. The device is programmed to preferentially select at least one of the first energy source and the second energy source based on the itinerary to deliver at least one of the requests.

In accordance with another aspect of the inventive subject matter, a method for controlling a hybrid propulsion system comprises determining the altitude and terrain of a predetermined path for travel of said hybrid propulsion system including a first energy source and a second energy source. including the step of obtaining information about The method also includes determining power and torque requirements associated with altitude and terrain along the predetermined path of the hybrid propulsion system, the hybrid propulsion system moving along the predetermined path. creating a travel plan to control at least one of a plurality of performance parameters and enable stable low-temperature combustion in the hybrid propulsion system, and adjusting the power demand and the torque demand of the hybrid propulsion system. preferentially selecting at least one of the first energy source and the second energy source based on the itinerary to deliver at least one of the first energy source and the second energy source.

In accordance with yet another aspect of the present subject matter, a hybrid propulsion system includes a hybrid power source comprising an internal combustion (IC) engine and an electric motor for providing power to drive the propulsion system via a power line. the IC engine includes a hybrid power source coupled to a power line; a bank of batteries coupled to the electric motor; a selection device; and a computer. A selection device is arranged to selectively couple the electric motor to the power line. The computer is configured to obtain altitude and terrain information associated with a predetermined route for the hybrid propulsion system including a first energy source and a second energy source; The apparatus is configured to determine power and torque demands associated with altitude and terrain along a predetermined route. The computer also travels to control at least one of a plurality of performance parameters in the hybrid propulsion system as the hybrid propulsion system moves along the predetermined path and to enable stable low temperature combustion. the first energy source and the second energy source based on the itinerary to create a plan and to deliver at least one of the power demand and the torque demand of the hybrid propulsion system; At least one of them is selected preferentially.

Various other features will become apparent from the detailed description and drawings below.

The drawings illustrate embodiments of the inventive subject matter. Although locomotives and track systems are identified for ease of illustration, other propulsion systems and propulsion system paths are also included unless language or context indicates otherwise.
1 is a block diagram illustrating a hybrid propulsion system deployed in a locomotive traction system incorporating an embodiment of the present subject matter. FIG. 1 is a block diagram illustrating a hybrid propulsion system deployed on a locomotive traction system incorporating an alternative embodiment of the present subject matter. FIG. 2 is a block diagram useful for incorporating embodiments of the present subject matter in the hybrid propulsion system of FIG. 1; FIG. 1 is a flowchart of a method according to the subject matter of the present invention; 1 is a block diagram illustrating another hybrid propulsion system deployed in a locomotive traction system incorporating an embodiment of the present subject matter. FIG. FIG. 3 is a block diagram illustrating another hybrid propulsion system deployed in a locomotive traction system incorporating an alternative embodiment of the present subject matter. 6 is a block diagram useful for incorporating embodiments of the present subject matter in the hybrid propulsion system of FIG. 5; FIG. 1 is a flowchart of a method according to the subject matter of the present invention;

The subject matter of the present invention includes embodiments related to route navigation systems. The subject matter of the present invention includes embodiments related to a method for creating an optimized trip for a hybrid propulsion system.

Moreover, the subject matter of the invention is described with respect to a locomotive hybrid engine by way of non-limiting example. However, those skilled in the art will recognize that the embodiments and methods illustrated herein may be broadly applied to hybrid propulsion systems in general. Examples of such hybrid propulsion systems include all battery-powered locomotives in a standard locomotive consist, i.e., a battery electric locomotive (BEL) setup, where the battery is connected to a single Not integrated into the locomotive. Additionally, "vehicle" is used throughout this specification both as an individual integrated unit and as a collection of multiple locomotives, one or more of which may include an engine and an energy storage unit. Energy storage is provided which may or may not be integrated into one locomotive with both. The definition of "vehicle" may additionally refer to a heavy truck, where the energy storage unit may be located on a trailer connected to a tractor between standard cargo trailers, thereby effectively The trailer becomes a "road train." In other words, the definition of a "hybrid vehicle" includes energy storage units that do not necessarily need to be integrated into a single power unit of a heavy truck, but rather can exist as separate removable assets. Additionally, the definition of "vehicle" may additionally refer to other vehicles including trucks/OHVs/cars and autonomous vehicles. "Altitude and terrain" refers to and includes details associated with the track over which a locomotive typically travels, such as slope, track radius on curves, etc.

FIG. 1 illustrates a typical layout for a locomotive that is integrated into a single vehicle formation and large piece of equipment typically used in various embodiments of the present subject matter including electric drive systems. Referring to the example of an electric diesel locomotive, the electric motor is always part of the propulsion system, with or without batteries. Examples of electric drive systems typically include an engine (such as an internal combustion engine or an IC engine) connected to an alternator, the alternator being an electric traction motor that provides the motive force required to rotate the wheels of the train. are connected in turn. Furthermore, the various possible arrangements of devices, systems, and components described below are typical of locomotive or heavy off-road vehicle applications that reflect the use of electric drive for all predetermined travel paths. related to.

Referring to FIG. 1, a hybrid propulsion system (10) incorporating an embodiment of the present subject matter includes an engine (16) connected to an alternator (17), the alternator (17) being connected to a locomotive power grid. The above power is supplied to a number of electric (traction) motors (18) via a number of corresponding transmission lines (12) and a bank of switching elements (20). The electric motor (18) is also connected to a battery or a bank of batteries (22) by a bank of switching elements (20). A bank of switching elements (20) includes switches (24) (26) ( 28). Switches (24), (26), and (28) are selectively controlled by a controller (30) connected to a computer (32).

FIG. 2 is an alternative embodiment using separate battery electric locomotives within the fleet. In this example embodiment of the inventive subject matter, the engine (16) is coupled to an electric motor (18) via an alternator (17) by a power line (12), as illustrated. In operation, the switches (24), (26), and (28) of the hybrid propulsion system (10) connect the electric motor (18) to the engine (16), the bank of batteries (22), or the engine via the alternator (17). (16) and a bank of batteries (22). Thus, by closing switches (24) and (26) and opening switch (28), by way of example, the engine (16) can be coupled to and provide power to the corresponding electric motor (18). Independently, in the battery compartment, by closing the switches (24) and (28) and opening the switch (26), the bank of batteries (22) is connected to the corresponding electric motor (18) and receives power therefrom. Can be pulled directly.

In another alternative embodiment of the present subject matter, for example in some passenger cars, the engine drive system may use a mechanical drive system. In one such embodiment of the present subject matter, the engine (16) may be connected to an electric motor (18) via a mechanical transmission. In these embodiments, switches (24), (26), and (28) are mechanical clutches, gear trains, etc. configured to provide mechanical power to electric motor (18).

1 and 2 further illustrate a computer (32) configured to obtain information from a locator element (34), a trajectory characterization element (36), and a sensor (38). A control algorithm (40) operates within the computer (32) and is configured to create a travel itinerary in accordance with an embodiment of the present subject matter. The hybrid propulsion system (10) is positioned on a track (42), and information may be transmitted to the hybrid propulsion system (10) via wireless communications from a central or exemplary roadside location (44). The control algorithm (40) includes the hybrid propulsion system (10), the track (42), the number of climate prediction conditions such as temperature and pressure predictions at various points along the travel route, the number of locomotives, the total load, etc. is used to calculate an optimized itinerary based on current and predicted ambient weather conditions and parameters, including: The control algorithm (40) also considers the objectives of the mission, such as how the mission operates under various climate conditions, travel times, maximum power settings, maximum speed limits, exhaust gases, amount of throttle transition of the hybrid propulsion system, etc. May include selection of power source.

In one example embodiment, the trip plan is configured such that the hybrid propulsion system (10) is guided along a trajectory (42) as a solution to nonlinear differential equations derived from physical properties with simplifying assumptions made in the control algorithm (40). is established based on a model for train behavior as it moves. The control algorithm (40) includes a locator element (34), a trajectory characterization element (36), a predetermined travel path (52) (Fig. 2), a temperature prediction module (54), and a pressure prediction module (56). access information from a built-in climate prediction module and/or sensors (38) to create trip plans that minimize fuel consumption while maintaining emissions within acceptable standards and determining desired travel times. establishing and/or ensuring adequate crew operating hours.

A controller (30) controls switches (24), (26), and (28) according to a control algorithm (40) to engage an electric motor (18) with an engine (16) and to disable the engine (16) in accordance with the trip plan. ) and/or causing the electric motor (18) to engage and disengage from the bank of batteries (22). In one embodiment of the present subject matter, the controller (30) automatically makes train operation decisions, and in another embodiment, an operator may be involved in directing the train to the trip plan.

According to one embodiment of the present subject matter, the itinerary may be modified in real time during execution. Therefore, although an initial plan is determined when long distances are involved, due to the complexity of the plan optimization control algorithm (40) and changing conditions, the initial plan may be modified accordingly. The control algorithm (40) may also be used to segment missions that may be split at waypoints. Although only one control algorithm (40) has been described, those skilled in the art will readily recognize that more than one control algorithm (40) can be used in series or in parallel.

FIG. 3 illustrates an example block diagram of a system (50) for controlling the hybrid propulsion system (10) (FIG. 1). In one embodiment of the present subject matter, the hybrid propulsion system is a locomotive. The hybrid propulsion system (10) includes a first energy source (16) and a second energy source (22). In one example of an embodiment of the present subject matter, the first energy source is an engine (16) and the second energy source is a bank of batteries (22). System (50) further includes an example computer (32) programmed to obtain altitude and terrain information associated with a predetermined route (52) for hybrid propulsion system (10). The computer (32) is further programmed to obtain ambient climate information associated with the predetermined route (52) of the hybrid propulsion system. The ambient climate information includes temperature information (54) and atmospheric pressure information (56). The ambient temperature information may be current temperature conditions and/or predicted temperature conditions. Similarly, the ambient pressure information may be current pressure conditions and/or predicted pressure conditions.

The computer (32) further creates a travel plan (62) that optimizes a number of performance parameters of the hybrid propulsion system (10) as the hybrid propulsion system moves along a predetermined path (52); It is programmed to preferentially select either the engine or battery bank or both based on the trip plan (62). Further, the computer (32) is programmed to create a travel plan based on an objective function, the objective function being a power demand (64) and a torque demand (66) along a predetermined route (52). , engine life as an example of an embodiment of a first energy utilization system that utilizes engine fuel as an energy source for the power requirements and torque requirements of the hybrid propulsion system (10), and the power requirements of the hybrid propulsion system (10). Battery life, state of charge of the battery bank, travel time, maximum power setting, speed limit, and hybrid propulsion system as an example of a second energy utilization system embodiment of the battery as an energy source for and torque demands. (10), including desired factors such as exhaust gas limits specified in (10). In another embodiment of the present subject matter, consumption of energy from engine fuel and battery charging as a function of output power, locomotive power data, performance of propulsion system traction traction shifting, and cooling characteristics of the hybrid propulsion system (10). Various other performance parameters, such as, may be considered while optimizing the itinerary (62).

In another embodiment of the present subject matter, the computer (32) is caused to modify the travel plan (62) based on ambient climatic conditions occurring while the propulsion system travels from the first point to the second point. be able to. A computer (32) is configured to obtain altitude, terrain, and climate information from a computer located remotely from the hybrid propulsion system.

As illustrated, the instructions are entered specifically to plan the trip, either during boarding or from a remote location such as a flight control center carrying the instructions. Such input information may include, but is not limited to, train location, vehicle configuration description (i.e., one or more locomotives in a row), locomotive power description, regenerative braking characteristics, locomotive traction shifting performance, and output power. energy consumption from engine fuel, cooling characteristics, intended travel route (effective track class and curvature according to mileposts or "effective grade" components reflecting curvature according to standard railway practice), vehicle train, start time and location, end location, desired travel time, crew (user and/or operator) identification, crew shift expiration time, and route represented by assembly and loading with effective drag coefficients. including but not limited to desirable travel parameters.

This data may be entered manually by the operator into the hybrid propulsion system (10) via an on-board display or by placing a memory device such as a hard card and/or USB drive containing the data in a receptacle on board the locomotive. or by transmitting information to the hybrid propulsion system (10) via wireless communication from a central or roadside location (44), such as a track signaling device and/or a roadside device (exemplified in FIG. 1). The hybrid propulsion system (10) may be provided in a number of ways, including but not limited to. The load characteristics (e.g., drag) of the hybrid propulsion system (10) may vary over the path (e.g., with altitude, ambient temperature, and rail and rail conditions), and the plan may change the locomotive as needed. / May be updated to reflect said changes, such as by real-time automatic collection of train conditions. This includes, for example, changes in characteristics of the hybrid propulsion system (10) detected by monitoring equipment onboard or external to the hybrid propulsion system (10).

A first step that utilizes engine fuel as an energy source for speed limit constraints, emission limits, hybrid propulsion system power and torque requirements along the route, with desired departure and termination times based on specification data. of the battery as an energy source for the power and torque requirements of the hybrid propulsion system as an example of the second energy utilization system embodiment; Given the lifespan, state of charge of the battery bank, etc., the optimal plan to minimize fuel usage is calculated to create a trip power source selection schedule. The travel power source selection schedule is configured in accordance with a preferred embodiment of the present subject matter, and as will be explained below, such that the preferential selection of power sources depends on temperature and pressure conditions along the path of travel of the hybrid propulsion system (10). Contains a period in which it is encouraged to take advantage of fortuitous prior knowledge of the climatic conditions exemplified by the conditions. The plan is the optimum to be followed by the train expressed as a function of distance and/or time, including, but not limited to, maximum notch power and brake settings, speed limits as a function of location, and expected fuel use and exhaust gas production. Includes speed and power (notch) settings and selection schedules between the engine and battery, along with operating limits for such trains.

In another embodiment, instead of operating with conventional discrete notch power settings, the computer (32) may select a continuous power setting determined to be optimal for the selected power source selection schedule. Therefore, if the optimal power selection schedule specifies a power setting that lies between conventional notch settings, e.g. effective notch 6.8, instead of operating at notch setting 7, the hybrid propulsion system (10) will reduce its efficiency. can be operated with power consistent with the effective notch 6.8 to further improve.

The procedure used to calculate the optimal power source selection schedule is any number of ways to calculate a power sequence, wherein the power sequence is determined based on the locomotive operating conditions, the power requirements of the hybrid propulsion system (10). and engine life as an example of a first energy utilization system embodiment that utilizes engine fuel as an energy source for power and torque demands of a hybrid propulsion system (10). An example of a second battery energy utilization system embodiment is a hybrid propulsion system that minimizes fuel consumption subject to battery bank lifespan, battery bank state of charge, emissions, schedule constraints, etc. 10) is driven. In some cases, the optimal power source selection schedule may be sufficiently close to that previously determined due to similarities in train configuration, route, and environmental conditions. In these cases, the schedule may be sufficient to look up and follow the driving trajectory in a database of previously executed itineraries. If a previously calculated plan is not available or appropriate, methods for calculating a new plan include, but are not limited to, optimal power source selection using a differential equation model that approximates the physical characteristics of train motion; Includes direct calculation of schedule. The setup includes, for example, the selection of a quantitative objective function or the weighted sum (integration) of model variables corresponding to travel time, fuel consumption, maximum power settings, speed limits, exhaust gas production, as well as excessive throttle fluctuations. Or it includes an item to put the jockeying at a disadvantage.

Depending on the desired planning at any given time, this problem may be, for example, minimizing fuel subject to emissions and speed limits, or minimizing emissions subject to fuel use and arrival time constraints. Can be set up flexibly to minimize For example, it is possible to set up a goal to minimize total travel time without any overall emissions or fuel usage constraints, where relaxing such constraints is acceptable for the mission. or required.

Using this model, an optimal control formulation is set up to minimize a quantitative objective function subject to constraints including, but not limited to, speed limits and minimum and maximum power (throttle) settings. be done. Depending on the desired planning at any given point in time, this problem can be either to minimize fuel subject to emissions and speed limits, or to minimize emissions subject to fuel use and arrival time constraints. It can be flexibly set up to suppress.

In operation, the control strategy causes the hybrid propulsion system (10) to derive its power from either the engine (16) or the battery (22), or both, based at least in part on ambient conditions (temperature and pressure). In addition, it is suitable for supplying torque requirements. By knowing the ambient conditions in advance, the trip plan (62) can be implemented to prioritize the use of battery and/or engine power to reduce fuel consumption and extend the life of the engine and/or battery. I can do it.

In particular, the example computer (32) is programmed to be aware of the upcoming trip and the ambient weather conditions in order to prioritize the use of power from the engine (16) and battery (22). Ru. For example, knowing the specific elevation or altitude requirements associated with a trip can provide an indication of ambient pressure typically along a predetermined route (52). In one embodiment of the present subject matter, the associated control strategy may choose to run the engine relatively less at higher altitudes and thus preserve the battery at the same conditions. As a result, wear on engine components may be reduced because the higher altitude places more pressure on the turbocharger and other components. Additionally, engine efficiency typically decreases at higher altitudes, so the use of batteries over the engine can result in improved fuel consumption. Similar trade-offs can be made for variations in ambient temperature conditions. For example, one example of a control strategy could be to extend the life of a battery without consuming as much at high ambient temperatures. In other words, a given trip can consume the battery only when needed and/or when the temperature is not too hot or too cold.

Reference to exhaust gases in the context of one embodiment of the present subject matter is directed to incremental exhaust gases produced in the form of nitrogen oxides (NOx), unburned hydrocarbons, particulates, and the like. If an important objective during a travel mission is to reduce overall emissions, the control algorithm (40) may be generated or modified to take this travel objective into account in conjunction with improving overall fuel efficiency. . An important flexibility in the optimization setup is that any or all of the travel objectives can vary by geographic region or mission. For example, for a high priority train, the minimum time may be the only objective on one route since it is high priority traffic. In another example, exhaust gas output may vary from state to state along the planned train route.

Still referring to FIG. 3, once the optimized trip plan (62) is created, power commands are created to advance the plan. Depending on the operational setup, in one embodiment of the present subject matter, one command is for the locomotive to follow an optimized power command to achieve optimal speed. The subject matter of the present invention obtains actual speed and power information from a locomotive fleet of a hybrid propulsion system (10). Due to unavoidable approximations in the model used for optimization, a closed-loop calculation of calibration to the optimized power is obtained to track the desired optimal speed. Calibration of such train operating limits can be performed automatically or by an operator who traditionally has ultimate control of the train.

In operation, the control algorithm (40) continuously monitors system efficiency and continuously updates the itinerary based on actual measured efficiency whenever an update improves trip performance. Modifications to existing trip plans, or complete re-planning calculations, may be performed entirely within the locomotive, or at a command center where wireless technology is used to communicate the plan to the hybrid propulsion system (10). or may be moved completely or partially to a remote location, such as a roadside processing facility. The subject matter of the present invention can also produce efficiency trends that can be used to develop locomotive fleet data regarding efficiency transfer functions. Fleet-wide data may be used when determining initial trip plans and for network-wide optimization trade-offs when considering multiple train locations.

A number of events in daily operations may lead to the need to create or modify the currently running plan, in which case it is desirable to maintain the same travel purpose and to avoid the possibility that one train may be different from another that was scheduled. When there is a disruption in service due to waiting for a connection or transit, it is necessary to make up the time. Using the locomotive's actual speed, power, and position, compare the planned arrival time with the currently estimated (predicted) arrival time based on the remainder of the trip plan. In addition to time differences, the plan is adjusted based on parameter differences (detected or modified by the dispatch center or operators). This adjustment may be made automatically or manually according to the railroad company's wishes as to how such deviations from the plan should be handled. Whenever a plan is updated, such as but not limited to arrival times, additional changes may be made, such as new future speed limit changes that may affect the feasibility of restoring the original plan. can be incorporated at the same time. In such cases, if the original trip plan cannot be maintained, or in other words, the train is unable to meet the original trip plan purpose, other trip plans may be implemented by the operator and/or as discussed herein. or may be presented to a remote facility or dispatch center.

Modification of existing travel plans, or complete replanning, can also be made if it is desired to change the original purpose. Such plan amendments, or complete re-planning, may be carried out manually at pre-scheduled fixed times, at the discretion of the operator or dispatcher, or if pre-determined limits, such as train operating limits, are exceeded. can be done automatically. For example, if the current plan execution is delayed by more than a certain threshold, such as by way of example 30 minutes, in one embodiment of the present subject matter, based on the new set of parameters, the remainder of the trip is The trip can be replanned to accommodate the delay, which is again based on minimizing total fuel consumption. Other factors for rescheduling can also be assumed based on the health of the power train, including arrival times, equipment failures and/or equipment temporary malfunctions, such as at assumed train loads. This includes, but is not limited to, loss of horsepower due to operating at excessively high or low temperatures) and/or detection of overall setup errors. That is, if changes reflect impairments in locomotive performance for the current trip, these can be factored into the model and/or equations used for optimization.

Changes in planning objectives may also result from plans for one train compromising the ability of another train to meet objectives and arbitration at different levels, e.g. from the need for a dispatch center office to coordinate events. be. For example, meet and pass coordination can be further optimized via train-to-train communication. Thus, as an example, if a train learns that it is late in arriving at a connecting and/or passing position, communications from other trains may notify the delayed train (and/or the dispatch center). It can be carried out. The operator can then enter information about the delay into the computer (32), where the control algorithm (40) recalculates the train's travel plan, again optimizing and minimizing fuel consumption while Planned regenerative braking will be utilized. The control algorithm (40) can also be used at a high level or network level to inform the dispatch center which trains should be slowed down if scheduled connections and/or transit waiting time constraints are not met. or whether it should be accelerated. As discussed herein, this is accomplished by trains transmitting data to a dispatch center to prioritize how each train should change its planning objectives. The selection may depend on either schedule or fuel savings benefits, depending on the situation.

For either manually or automatically initiated replanning, the control algorithm (40) can present more than one itinerary to the operator. In one example of an embodiment of the present subject matter, the control algorithm (40) typically presents the operator with current different power source selection schedules and allows the operator to select the arrival time and the corresponding fuel and/or Enabling to understand the impact of exhaust gases. Such information may also be provided to the dispatch center for similar consideration, either as a simple list of alternatives or as multiple trade-off curves.

In one embodiment of the present subject matter, there is still the ability to learn and adapt to major changes in train and power configurations that can be incorporated into current and/or future plans. For example, one of the factors mentioned above is loss of horsepower. Building horsepower over time, after a loss of horsepower or at the beginning of a trip, utilizes transition logic to determine when the desired horsepower is achieved.

Despite the combination of established objective functions and performance parameters of the hybrid propulsion system used to optimize the trip plan, the overall fuel efficiency remains It can be improved by encouraging its occurrence. Thus, when planning a travel power source selection schedule, upon modification of an existing travel plan or complete replanning, an optimized travel power source selection schedule can be obtained as outlined in FIG. 3.

Referring now to FIG. 4, a method for controlling a hybrid propulsion system is illustrated as a method (70) according to one preferred embodiment of the present subject matter. The method (70) begins by obtaining altitude and terrain information (72) for a predetermined route (52) for the hybrid propulsion system (10), as illustrated in FIGS. 1 and 2. The method (70) further includes obtaining ambient climate information (74) along the predetermined path (52) of the hybrid propulsion system (10). The ambient climate information includes current and/or predicted information related to temperature and pressure values along the predetermined path (52).

The method (70) further includes creating a travel plan (76) that optimizes a number of operational parameters of the hybrid propulsion system (10) as the hybrid propulsion system (10) moves along the predetermined path (52). This includes the step of Trip plans typically include objective functions that include parameters such as battery life, engine life, state of charge (SOC) of battery banks, travel time, maximum power settings, speed limits, and hybrid propulsion system emissions. Created based on.

In one embodiment of the present subject matter, the method (70) includes obtaining destination trip criteria that constrain the optimization. Intended trip criteria may include, but are not limited to, travel time, maximum power settings, speed limits, and hybrid propulsion system emissions. Trip plans can also be created and optimized by encouraging or encouraging regenerative braking to occur to optimize power stored in the battery. Such optimization may be performed in accordance with the subject matter of the present invention regardless of the momentum or braking requirements of the hybrid propulsion system (10) during the trip. The optimized trip plan may also include lowering the battery during portions of the trip so that adequate storage capacity is available in the battery prior to the regenerative braking period. Therefore, the entire trip is optimized for fuel consumption, and overall fuel efficiency can be improved by creating trip plans that encourage regenerative braking to occur during portions of the trip where regenerative braking is not involved. while meeting the overriding destination travel criteria.

The method (70) further includes the step of preferentially selecting engine and/or battery use as in step (78) based on the optimized trip plan (62). A large number of performance parameters are considered while optimizing the itinerary. Exemplary and non-limiting performance parameters include consumption of energy from the first fuel and the second fuel as a function of output power, locomotive power data, propulsion system traction shifting performance, and hybrid propulsion system cooling. Contains characteristics. Additionally, method (70) may include obtaining vehicle related information including, but not limited to, number of locomotives, total load, and the like. Performance parameters may include, by way of example and limitation, locomotive power data, regenerative braking characteristics, locomotive traction shifting performance, consumption of energy from engine fuel as a function of output power, and cooling characteristics of the hybrid propulsion system. Not done. The obtained route data may include a single section from the first point to the second point or multiple sections between the points. The resulting route data may include altitude and terrain or class information that is extracted and used to optimize travel plans according to the subject matter of the present invention.

The control of the hybrid propulsion system (10) as in the method (70) is based on the ambient conditions that occur while the propulsion system (10) moves from point to point along its predetermined path (52). including modifying one's travel plans or completely replanning one's travel plans. In one embodiment of the present subject matter, the hybrid propulsion system (10) is a locomotive and the control method (70) can be adjusted accordingly.

In operation, a remote facility, such as a dispatch center, may provide information in accordance with one embodiment of the present subject matter, thereby providing altitude and terrain information as in step (72) and as in step (74). Such ambient climate information can be obtained from a computer located remotely from the hybrid propulsion system. As illustrated, such information is provided to the controller (30).

In addition, the controller (30) includes a locomotive modeling information database, information from a track database such as, but not limited to, track grade information and speed limit information, estimated train parameters such as, but not limited to, train weight and drag coefficient; A fuel ratio table from a fuel ratio estimator and a battery model showing battery efficiency and energy recovery, eg, during regenerative braking, is provided.

Indeed, typically the controller (30) provides information to the planner and the itinerary is calculated accordingly. Once the trip plan has been calculated, the plan is provided to the driving advisor, driver, or controller (30). The controller (30) is coupled to a battery management module that controls the charging and discharging of the bank of batteries (22) according to the itinerary as executed by the controller (30). The itinerary is also provided to the controller (30) so that trips can be compared as other new data is provided.

In one embodiment of the present subject matter, the controller (30) can automatically set the notch power, either a pre-established notch setting or an optimal continuous notch power. In addition to providing speed commands for the hybrid propulsion system (10), a display is provided so that the operator can observe what is recommended by the planner. The operator also has access to a control panel. Via the control panel, the operator can decide whether to apply the recommended notch power. Towards this end, the operator may limit the targeted and recommended power. That is, the operator always has ultimate authority over any power setting the locomotive set operates at at any given time. This includes determining whether to provide the necessary power to the hybrid propulsion system (10) from the engine or battery under various climatic conditions, such as operation in cold or hot regions. Additionally, if the information from the wayside equipment cannot be sent directly to the train, and the operator instead sees the visual signals from the wayside equipment, the operator can use the track database and visual signals from the wayside equipment to Enter commands based on the information contained.

Based on how the hybrid propulsion system (10) functions, information regarding fuel measurements is provided to the fuel ratio estimator. Since direct measurements of fuel flow are typically not available in locomotive fleets, information about the fuel consumed during the trip and predictions for future optimal plans are used to develop optimal plans. It is performed using a calibrated physical property model such as a physical property model. For example, such predictions include, but are not limited to, measured overall horsepower and the use of known fuel characteristics to derive cumulative fuel usage.

In one embodiment of the present subject matter, the hybrid propulsion system (10) may be equipped with an example of a locator element, such as a GPS sensor, and position information may be provided to a train parameter estimator. Such information may include, but is not limited to, GPS sensor data, traction/braking force data, braking situation data, speed, and any changes in speed data. Along with class information and speed limit information, train weight and drag coefficient information is provided to the controller (30).

The subject matter of the present invention also allows the use of continuously varying power throughout the optimization plan and closed loop control implementation. In conventional locomotives, power is typically quantized into eight discrete levels. Modern locomotives are capable of continuous variations in horsepower that can be incorporated into the optimization methods described above. Continuous power allows the hybrid propulsion system (10) to further optimize operating conditions, for example by minimizing auxiliary loads and power transmission losses, and by fine-tuning the engine horsepower region of optimum efficiency, or to the point where the exhaust gas margin is increased. can be converted into Examples include, but are not limited to, minimizing cooling system defects, adjusting alternator voltage, adjusting engine speed, and reducing the number of powered axles. Additionally, the hybrid propulsion system (10) can use the trajectory database and predicted performance requirements to minimize auxiliary loads and power transmission losses to provide optimal efficiency for target fuel consumption/emissions. can. Examples include, but are not limited to, reducing the number of powered axles on flat terrain and pre-cooling the locomotive engine before entering the tunnel.

The subject matter of the present invention also uses the track database and predicted performance to adjust locomotive performance, for example to ensure sufficient speed when the train approaches hills and/or tunnels. There are cases. For example, this can be expressed as a speed constraint at a particular location that becomes part of the optimal plan. In addition, the control algorithm (40) may incorporate train handling rules, such as, but not limited to, traction ramp rates, maximum braking force ramp rates. These can be incorporated directly into a formulation for an optimal travel power source selection schedule, or alternatively into a closed loop regulator used to control the application of power to achieve a target speed. I can do it.

In a preferred embodiment, the control algorithm (40) is installed only in the first locomotive of the train formation. However, interaction with multiple trains is not precluded and two or more independently optimized trains can be controlled according to the subject matter of the present invention.

Trains with distributed power source systems can operate in a variety of different modes. One mode is for all locomotives in the train to operate on the same notch command. Therefore, if the lead locomotive commands operation N8, all units in the train are ordered to generate power for operation N8. Another mode of operation is "independent" control. In this mode, locomotives or sets of locomotives distributed throughout the train can operate with different driving or braking powers. For example, when a train reaches the top of a mountain, the first locomotive (on the downhill side of the mountain) may be in a braking state, while the locomotives in the middle or at the ends of the train (on the uphill side of the mountain) may be in a running state. . By doing this, pulling forces on the mechanical coupler connecting the rail car and locomotive are minimized. Traditionally, operating a distributed power source system in an "independent" mode required an operator to manually send commands to each remote locomotive or set of locomotives via a display on the lead locomotive. Using a physics-based planning model, train setup information, on-board track database, on-board motion rules, positioning system, real-time closed-loop power/brake control, and sensor feedback, the system operates in “independent” mode to automatically operate distributed power source systems.

When operating with a distributed power source, an operator on the lead locomotive may control operational functions of remote locomotives in a remote vehicle formation via a control system such as a distributed power source control element. Thus, when operating with a distributed power source, the operator can command each locomotive formation to operate at a different notch power level (or one configuration will be in operation and the other in braking); Here, each individual locomotive in the locomotive set operates with the same notch power. In one example embodiment, a control algorithm (40) installed on the train, preferably in communication with a distributed power source control element, recommends a notch power level for a remote locomotive formation with an optimized trip plan. If desired, the control algorithm (40) communicates this power setting to the remote locomotive fleet for implementation. The same goes for braking.

The control algorithm (40) may be used with vehicle formations in which the locomotives are not sequential, eg, one or more locomotives are at the front and others are in the middle and rear with respect to the train. Such a configuration is called a distributed power source, where the standard connections between locomotives are replaced by wireless links or auxiliary cables to connect the locomotives to the outside world.

In one example of an embodiment, it is desired by the subject matter of the present invention installed on a train that notch power levels for remote locomotive formations be recommended by trip planning, preferably in communication with a distributed power source control element. and the control algorithm (40) typically communicates this power setting to a remote locomotive fleet for implementation. The same goes for braking. When operating with distributed power sources, the optimization problem described above can be enhanced to allow additional degrees of freedom in that each of the remote units can be controlled independently from the lead unit. . The value of this is that additional objectives or constraints regarding the forces within the train can be incorporated into the performance function, assuming that a model reflecting the forces within the train is also included. Thus, the subject matter of the present invention may include the use of multiple throttle controls to better manage in-train forces as well as fuel consumption and emissions. In such embodiments, climate-incorporated trip optimization can improve overall performance by, for example, powering one locomotive from an engine while simultaneously powering one battery to another. Improve fuel efficiency.

In trains that utilize a consist manager, the lead locomotive in a locomotive composition can operate at a different notch power setting than other locomotives in the same composition. Other locomotives in the fleet operate at the same notch power setting. The subject matter of the present invention may be utilized in conjunction with a fleet manager to command notch power settings and regenerative braking commands to locomotives in a fleet. Therefore, in accordance with the subject matter of the present invention, and by way of example, since the fleet manager divides the locomotive fleet into two groups, namely a lead unit and a trail unit, the lead locomotive may It is ordered to operate on notch power, and the trail locomotive is ordered to operate on another specific notch power. In one example embodiment, the distributed power source control element may be a system and/or device in which this operation is accommodated.

Similarly, when a train set optimizer is used with a locomotive, the control algorithm (40) can be used in conjunction with the train set optimizer to determine the notch power for each locomotive in the train set. , thereby providing the overall required net output. For example, assume that the itinerary recommends a notch power setting of 4 for the locomotive fleet. Based on the location of the train, the fleet optimizer obtains this information and then determines the notch power settings for each locomotive in the fleet. In this implementation, the efficiency of notch power settings across communication channels within the train is improved. Additionally, as discussed above, implementation of this configuration may be performed utilizing a distributed control system.

Additionally, in one embodiment of the present subject matter, the trip optimizer algorithm described herein is configured to operate the engine in a less efficient mode (internal combustion combined with battery drawing) for the duration of the trip. (such as the peak power of an engine). Such action may be to compensate for lost time or to provide additional acceleration performance that may be provided by the internal combustion engine alone. However, in such embodiments, although short-term efficiency reductions may occur, overall efficiency may be improved as the trip optimizer takes full account of efficiency combinations during the planned trip. Ru.

Additionally, as previously discussed, the control algorithm determines the incoming items of interest, such as, but not limited to, railroad crossings, grade changes, approaching sidings, approaching depot yards, and each locomotive in the train fleet. It is used for continuous calibration and modification, or complete re-planning, of existing trip plans as to when and which power source the train formation uses based on approaching fuel stations that may require different braking options. For example, if a train is approaching a hill (with possible exceptions, at a higher altitude and cooler temperature), the lead locomotive may be powered by the battery, while the train is approaching the top of the hill. Any remote locomotives that are not located must remain operational and powered by the engine.

A technical contribution to the disclosed method and apparatus is to provide a computer configured to operate a hybrid propulsion system and access a navigation database system, and a method of using said system.

In accordance with one embodiment of the present subject matter, a system for controlling a hybrid propulsion system includes an altitude and a predetermined path for the hybrid propulsion system that includes a first energy source and a second energy source. Contains a computer programmed to obtain terrain information. The computer also obtains current and predicted ambient climate information associated with the predetermined path of the hybrid propulsion system; and the hybrid propulsion system associated with altitude and terrain along the predetermined path of the hybrid propulsion system. determining power and torque requirements for; creating a travel plan to optimize at least one of a plurality of performance parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined path; and select the first energy source and/or the second energy source based on the itinerary.

According to another embodiment of the inventive subject matter, a method for controlling a hybrid propulsion system comprises determining the altitude and height of a predetermined path for travel of said hybrid propulsion system including a first energy source and a second energy source. Including the process of obtaining topographical information. The method also includes obtaining ambient climate information along the predetermined path of the hybrid propulsion system, power of the hybrid propulsion system associated with altitude and terrain along the predetermined path of the hybrid propulsion system. determining demand and torque requirements; creating a trip plan that optimizes a plurality of operating parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined path; and the trip plan. preferentially selecting the first energy source and/or the second energy source based on.

In accordance with yet another embodiment of the present subject matter, a propulsion system comprises a hybrid power source comprising an internal combustion (IC) engine and an electric motor for providing power to drive the propulsion system via a power line. the IC engine includes a hybrid power source coupled to a power line; a bank of batteries coupled to the electric motor; a selection device; and a computer. A selection device is arranged to selectively couple the electric motor to the power line.

The propulsion system is also configured to obtain altitude and terrain information associated with a predetermined route for the hybrid propulsion system including a first energy source and a second energy source; A computer is configured to obtain ambient climate information associated with the predetermined route. The computer also causes the hybrid propulsion system to operate on the predetermined path to determine power and torque requirements of the hybrid propulsion system associated with altitude and terrain along the predetermined path of the hybrid propulsion system. the first energy source and/or the first energy source and/or The second energy source is configured to be preferentially selected.

The subject matter of the present invention includes embodiments related to route navigation systems. The subject matter of the present invention includes embodiments related to a method for creating an optimized trip for a hybrid propulsion system.

Moreover, the subject matter of the invention is described with respect to a locomotive hybrid engine by way of non-limiting example. However, those skilled in the art will recognize that the embodiments and methods illustrated herein may be broadly applied to hybrid propulsion systems in general. Examples of such hybrid propulsion systems include all-battery locomotives in a standard locomotive fleet, i.e. battery electric locomotive (BEL) setups, where the batteries are integrated within a single locomotive. Not integrated into. Additionally, "vehicle" is used throughout this specification both as an individual integrated unit and as a collection of multiple locomotives, one or more of which may include an engine and an energy storage unit. Energy storage is provided which may or may not be integrated into one locomotive with both. The definition of "vehicle" may additionally refer to a heavy truck, where the energy storage unit may be located on a trailer connected to a tractor between standard cargo trailers, thereby effectively The trailer becomes a "road train." In other words, the definition of a "hybrid vehicle" includes energy storage units that do not necessarily need to be integrated into a single power unit of a heavy truck, but rather can exist as a separate removable benefit. Additionally, the definition of "vehicle" may additionally refer to other vehicles including trucks/OHVs/cars and autonomous vehicles. "Altitude and terrain" refers to and includes details associated with the track over which a locomotive typically travels, such as slope, curve radius of the track, etc.

FIG. 5 illustrates an exemplary layout for a locomotive that is integrated into a single vehicle formation and large piece of equipment typically used in various embodiments of the present subject matter including electric drive systems. Referring to the example of an electric diesel locomotive, the electric motor is always part of the propulsion system, with or without batteries. Examples of electric drive systems typically include an engine (such as an internal combustion engine or an IC engine) connected to an alternator, which provides the motive force required to tum the wheels of a train. Connected in tum to an electric traction motor. Furthermore, the various possible arrangements of devices, systems, and components described below are typical of locomotive or heavy off-road vehicle applications that reflect the use of electric drive for all predetermined travel paths. related to.

Referring to FIG. 5, a hybrid propulsion system (510) incorporating an embodiment of the present subject matter includes an engine (516) connected to an alternator (517), the alternator (517) being connected to a locomotive power grid. The above power is supplied to a number of electric (traction) motors (18) via a number of corresponding power lines (512) and a bank of switching elements (520). The electric motor (518) is also coupled to a battery or bank of batteries (22) by a bank of switching elements (20). A bank of switching elements (520) includes switches (524) (526) ( 528). Switches (524, 526, 528) are selectively controlled by a controller (538) coupled to computer (532).

FIG. 6 is an alternative embodiment using separate battery electric locomotives within the fleet. In this example embodiment of the present subject matter, an engine (516) is coupled to an electric motor (518) via an alternator (517) by a power line (512), as illustrated. In operation, switches (524, 526, 528) of the hybrid propulsion system (510) connect the electric motor (518) to the engine (516), the bank of batteries (522), or the engine via the alternator (518). (516) and a bank of batteries (522). Thus, by closing switches (524) and (526) and opening switch (528), in one example, engine (516) can be coupled to and provide power to a corresponding electric motor (518). Independently, in the battery compartment, by closing switches (524) and (528) and opening switch (526), the bank of batteries (522) is connected to the corresponding electric motor (518) and receives power therefrom. Can be pulled directly.

In another alternative embodiment of the present subject matter, for example in some passenger cars, the engine drive system may use a mechanical drive system. In one such embodiment of the present subject matter, engine (516) may be connected to electric motor (518) via a mechanical transmission. In these embodiments, switches (524, 526, 528) are mechanical clutches, gear trains, etc. configured to provide mechanical power to electric motor (518).

5 and 6 further illustrate a computer (532) configured to obtain information from a locator element (534), a trajectory characterization element (536), and a sensor (538). A control algorithm (540) operates within the computer (532) and is configured to create a travel itinerary in accordance with an embodiment of the present subject matter. A hybrid propulsion system system (510) is positioned on a track (542), and information may be transmitted to the hybrid propulsion system (510) via wireless communications from a central or roadside location (544). A control algorithm (540) is used to calculate an optimized trip plan based on altitude and terrain information along the planned route of the hybrid propulsion system (510). Specifically, in one embodiment of the present subject matter, the control algorithm determines the power and torque demands associated with a predetermined position along a predetermined travel path to maintain a predetermined total travel time. decide. The control algorithm (540) is also optimized based on a number of cold combustion conditions such as the trajectory (542), power and torque demands at various points along the travel path, number of locomotives, overall load, etc. Calculate travel plans. The control algorithm (540) also takes into account various other objectives of the mission, including various cold combustion conditions, total travel time, maximum power settings, maximum speed limits, exhaust emissions, and hybrid propulsion system throttle transitions. may include the selection of the power source, such as the amount of

In one example embodiment, the trip plan is configured such that the hybrid propulsion system (510) is guided along a trajectory (542) as a solution to nonlinear differential equations derived from physical properties with simplifying assumptions made in the control algorithm (540). is established based on a model for train behavior as it moves. The control algorithm (540) includes a locator element (534), a trajectory characterization element (536), a predetermined travel path (552) (FIG. 6), a power request module (554) and a torque request module (556), and and/or accessing information from the sensor (38) to create a trip plan that minimizes fuel consumption while maintaining emissions within acceptable standards to establish a desired travel time; and/or Ensure adequate crew operating time.

The controller (530) controls the switches (524), (526), and (528) according to the control algorithm (540) to connect the engine (516) to the power line (512) and the electric motor (518) in accordance with the trip plan. engaging and disengaging from power line (512) and electric motor (518); and/or engaging and disengaging a bank of batteries (522) from power line (512) and disengaging from power line (512). In one embodiment of the invention, the controller (530) automatically makes train operation decisions; in another embodiment, an operator may be involved in directing the train to the trip plan. In one embodiment of the present subject matter, controller (530) typically utilizes the battery in such a way that the engine operates at constant speed and/or power with constant intake conditions. One example and non-limiting operation of the engine at constant speed and/or power further enables stable low temperature combustion in the engine.

According to one embodiment of the present subject matter, the itinerary may be modified in real time during execution. Therefore, although an initial plan is determined when long distances are involved, due to the complexity of the plan optimization control algorithm (540) and changing conditions, the initial plan may be modified accordingly. The control algorithm (540) may also be used to segment missions that may be split at waypoints. Although only one control algorithm (540) has been described, more than one control algorithm (540) may be used in series or in parallel.

In operation, as the hybrid propulsion system (510) moves along its predetermined path, the system may sometimes encounter cold combustion conditions depending on the altitude and terrain associated with the path of travel. Low temperature combustion conditions pose several challenges to accurate control of engine operation, as small changes in combustion boundary conditions cause unstable operation of the engine. Possible changes in combustion boundary conditions include changes in intake air conditions such as pressure and/or temperature and/or formulation. Further changes in combustion boundary conditions may include changes in engine operating conditions such as fuel ratio and rotational speed. In one embodiment of the present subject matter, an example of a control strategy for a hybrid engine with a battery under low temperature combustion is to know the trip in advance and the power and power supplied by the engine and battery during the trip. This includes keeping track of the corresponding demand for torque. Trips can be planned and controlled to allow stable engine operation during periods of cold combustion.

In another embodiment of the present subject matter, the control strategy implemented by the computer (532) enables stable low temperature combustion. Typically, travel awareness is combined with preferential engine and battery selection to stabilize low temperature combustion, such as in homogeneous charge, compression ignition (HCCI) engines. Specifically, by using a control strategy to maintain combustion boundary conditions at a stable point, stable low-temperature combustion can be achieved. In other words, knowing the trip in advance with the battery allows the engine to operate at a predetermined set point, withstanding fluctuations in power and torque requirements. This allows for stable engine boundary conditions and accurate control of fuel supply, intake air temperature, and intake air pressure.

Various prior art publications have acknowledged that multiple parameters affect the initiation of combustion in HCCI engines. Such recognized parameters include: fuel type, compression ratio, intake air temperature, oxygen concentration in the charge air, equivalence ratio, charge air density, and boost pressure. However, no system and method exists in the prior art for controlling the initiation of combustion in an HCCI engine that integrates altitude and terrain information associated with a predetermined path for a hybrid propulsion system. effectively determining the power and torque demands associated with multiple positions on a predetermined path, as well as between the engine and the battery to ensure stable low temperature combustion and/or constant total travel time. Systems and methods for migrating also do not exist in the prior art. The innovative subject matter of the present invention provides a new system and method of operating an engine using HCCI combustion that eliminates the above and other deficiencies of the prior art.

FIG. 7 illustrates an example block diagram of a system (550) for controlling the hybrid propulsion system (510) (FIG. 5). In one embodiment of the present subject matter, the hybrid propulsion system is a locomotive. Hybrid propulsion system (510) includes a first energy source (516) and a second energy source (522). In one example of an embodiment of the present subject matter, the first energy source is an engine and the second energy source is a bank of batteries. System (550) further includes a computer (532) programmed to obtain altitude and terrain information associated with a predetermined route (552) for hybrid propulsion system (510). The computer (532) is further programmed to obtain cold combustion information associated with the predetermined path (552) of the hybrid propulsion system. The low temperature combustion information includes power demand (554) and torque demand (556). The power demand (554) associated with the low temperature combustion condition may be a current power demand, as well as a predicted power demand. Similarly, the torque demand (554) associated with the cold combustion condition may be a current torque demand, as well as a predictive torque demand (556).

The computer (532) further creates a travel plan (558) that optimizes a number of performance parameters of the hybrid propulsion system (510) as the hybrid propulsion system moves along the predetermined route (552); and is programmed to preferentially select either the engine or battery bank or both based on the trip plan (558). Further, the computer (532) is programmed to create a trip plan based on an objective function, including a number of desired factors, such as power demand (554) and torque demand along a predetermined route (552). (556), Engine Life as an Example of a First Energy Utilization System Embodiment Utilizing Engine Fuel as an Energy Source for Power and Torque Demands of a Hybrid Propulsion System (510), Hybrid Propulsion System (510) The life of the bank of batteries, the state of charge of the bank of batteries, the total travel time, the maximum power setting, the speed as an example of a second energy utilization system embodiment of the battery as the energy source for the power demand and the torque demand of The hybrid propulsion system (510) is programmed to generate an itinerary based on determinations such as restrictions and emissions limits specified in the hybrid propulsion system (510).

In one embodiment of the present subject matter, example and non-limiting performance parameters include engine operating conditions (562) including total travel time (564), fueling rate (566), and engine speed (568). include. Additionally, in another embodiment of the present subject matter, the performance parameters may include intake air conditions (572), such as intake air composition (574), intake air pressure (576), intake air temperature (578), and the like. In yet another embodiment of the present subject matter, the performance parameters further include, by way of example and without limitation, locomotive power data, regenerative braking characteristics, locomotive traction shifting performance, engine fuel consumption as a function of output power, and cooling characteristics of the hybrid propulsion system.

The trip plan (558) includes parameters such as the percentage of power output from the engine, the percentage of power output from the bank of batteries, the percentage of both depending on the combined power output, locomotive power data, and vehicle traction shifting. performance, cooling characteristics of a hybrid propulsion system, engine life as an example of a first energy utilization system embodiment that utilizes engine fuel as an energy source for power and torque requirements of a hybrid propulsion system (510); Life of a bank of batteries, state of charge of the batteries, total travel time, maximum It is typically generated based on an objective function that includes power settings, speed limits, and hybrid propulsion system exhaust gases.

In another embodiment of the present subject matter, the computer (532) modifies the trip plan (558) based on the low temperature combustion conditions that occur while the propulsion system moves from the first point to the second point. can be done. Computer (532) is configured to obtain altitude, terrain, and cold burn information from a computer located remotely from the hybrid propulsion system.

As illustrated, the instructions are entered specifically into the trip plan while onboard or from a remote location, such as a distribution center with the instructions. Such input information may include, but is not limited to, train location, configuration description (i.e., one or more locomotives in a row), locomotive power description, regenerative braking characteristics, locomotive traction shifting performance, and output power. engine fuel consumption, cooling characteristics, intended route of travel (valid track class and curvature according to mileposts or "valid grade" components reflecting curvature in accordance with standard railway practice), vehicle assembly and including the train, start time and location, end location, desired total travel time, crew (user and/or operator) identification, crew shift expiration time, and route represented by the load along with valid drag coefficients; including but not limited to desirable travel parameters.

This data may include, but is not limited to, manual entry of data into the hybrid propulsion system (510) via an onboard display by an operator, a memory device such as a hard card and/or a USB drive containing the data on the locomotive. Inserting into an onboard receptacle or transmitting information to the hybrid propulsion system (510) via wireless communication from a central or roadside location (544) (illustrated in FIG. 5) such as a track signaling device and/or a roadside device. The hybrid propulsion system (510) may be provided in a number of ways, such as. The load characteristics (e.g., drag) of the hybrid propulsion system (510) may vary over the path (e.g., with altitude, cold combustion, and rail and rail car conditions), and the plan may change the engine as needed. It may be updated to reflect said changes, such as by real-time automatic collection of car/train conditions. This includes, for example, changes in characteristics of the hybrid propulsion system (510) detected by monitoring equipment onboard or external to the hybrid propulsion system (510).

A first step that utilizes engine fuel as an energy source for speed limit constraints, emissions limits, and hybrid propulsion system power and torque requirements along the route with desired departure and termination times based on specification data. of the battery as an energy source for the power and torque requirements of the hybrid propulsion system as an example of the second energy utilization system embodiment; An optimal plan to minimize fuel usage given lifespan, state of charge of the battery bank, etc. is calculated to create the trip power source selection schedule in (48). The travel power source selection schedule, in accordance with a preferred embodiment of the present subject matter, and as described below, provides an altitude at which the preferential selection of power sources is associated with the path of travel of the hybrid propulsion system (510). and periods during which it is incidentally recommended to take advantage of prior knowledge of the terrain and the corresponding expected low temperature combustion conditions exemplified by the power and torque demands along the path of travel. The plan is the optimum to be followed by the train expressed as a function of distance and/or time, including, but not limited to, maximum notch power and brake settings, speed limits as a function of location, and expected fuel use and exhaust gas production. Includes speed and power (notch) settings, as well as selection schedules between engine and battery, along with operating limits for such trains.

The procedure used to calculate the optimal power source selection schedule is any number of ways to calculate a power sequence, wherein the power sequence is determined based on the locomotive operating conditions, the hybrid propulsion system (510) power Engine Life as an Example of a First Energy Utilization System Embodiment Utilizing Engine Fuel as an Energy Source for Demand and Torque Demand, Energy Source for Power Demand and Torque Demand of a Hybrid Propulsion System System (510) As an example of a second battery energy utilization system embodiment, the battery reservoir life span, battery reservoir charge state, emissions, schedule constraints, etc. minimize fuel consumption. The hybrid propulsion system (510) is driven. In some cases, the optimal power source selection schedule may be sufficiently close to that previously determined due to similarities in train configuration, route, and environmental conditions. In these cases, the schedule may be sufficient to look up and follow the driving trajectory in a database of previously executed itineraries. If a previously calculated plan is not available or suitable, methods for calculating a new plan include, but are not limited to, optimal power source selection using a differential equation model that approximates the physical characteristics of train motion; Includes direct calculation of schedule. The setup includes, for example, the selection of a quantitative objective function or the weighted sum (integration) of model variables corresponding to total travel time, fuel consumption, maximum power setting, speed limit, exhaust gas production, as well as excessive throttle control. Includes items that make fluctuations or bargaining unfavorable.

Depending on the desired planning at any given time, this problem may be, for example, minimizing fuel subject to emissions and speed limits, or minimizing emissions subject to fuel use and arrival time constraints. Can be set up flexibly to minimize For example, it is possible to set up a goal to minimize total travel time without any overall emissions or fuel usage constraints, where relaxing such constraints is acceptable for the mission. or required.

Using this model, an optimal control formulation is set up to minimize the quantitative objective function subject to constraints including, but not limited to, speed limits and minimum and maximum power (throttle) settings. Depending on the desired planning at any given point in time, this problem can be either to minimize fuel subject to emissions and speed limits, or to minimize emissions subject to fuel use and arrival time constraints. It can be flexibly set up to suppress.

In operation, the control strategy allows the hybrid propulsion system (510) to derive its power from either the engine (516) and/or the battery (522) based at least in part on cold combustion conditions (power and torque). as well as suitable for supplying torque demands. By knowing in advance the low temperature combustion conditions, battery and/or engine power can be deployed where it is preferentially used to reduce fuel consumption and extend the life of the engine and/or battery.

In particular, example computer (532) uses knowledge of the upcoming trip and expected low temperature combustion conditions along the route of travel to generate power from engine (516) and/or battery (522) and/or Programmed to preferentially select torque. For example, knowing a particular elevation or altitude requirement associated with a trip can provide an indication of ambient air pressure along a typically predetermined route (522). In one embodiment of the present subject matter, the associated control strategy may choose to run the engine relatively less at higher altitudes, thus preserving the battery at the same conditions. As a result, wear on engine components may be reduced because the higher altitude places more pressure on the turbocharger and other components. Additionally, engines are typically less efficient at higher altitudes, so using batteries rather than engines can result in improved fuel consumption. Similar trade-offs can be made for variations in low temperature combustion conditions.

In one embodiment of the present subject matter, an exemplary control strategy may be to extend battery life by not operating the battery as much in hot and cold combustion conditions. In other words, a given trip can consume the battery only when needed and/or when the temperature is not too high or too low. In another embodiment of the inventive subject matter, the strategy adopted may be to move the battery such that the engine operates at constant speed and/or constant power while the intake conditions remain constant. . In another embodiment, instead of operating with conventional discrete notch power settings, the computer (532) may select a continuous power setting determined to be optimal for the selected power source selection schedule. Thus, for example, if the optimal power source selection schedule specifies a notch setting of 6.8 instead of operating at a notch setting of 7, the hybrid propulsion system (510) may operate at a notch setting of 6.8 to further improve its efficiency. can be operated with.

Reference to exhaust gases in the context of one embodiment of the present subject matter is directed to incremental exhaust gases produced in the form of nitrogen oxides (NOx), unburned hydrocarbons, particulates, and the like. If an important objective during the travel mission is to reduce overall emissions, the control algorithm (540) may be generated or modified to take this travel objective into account in conjunction with improving overall fuel efficiency. . An important flexibility in the optimization setup is that any or all of the travel objectives can vary by geographic region or mission. For example, for a high priority train, the minimum time may be the only objective on a route since it is high priority traffic. In another example, exhaust gas output may vary from state to state along the planned train route.

Still referring to FIG. 7, once the optimized trip plan (558) is created, power commands are created to advance the plan. Depending on the operational setup, in one embodiment of the present subject matter, one command is for the locomotive to follow an optimized power command to achieve optimal speed. The subject matter of the present invention obtains actual speed and power information from a fleet of locomotives comprising a hybrid propulsion system (510). Due to unavoidable approximations in the model used for optimization, a closed-loop calculation of calibration to the optimized power is obtained to track the desired optimal speed. Calibration of such train operating limits can be performed automatically or by an operator who traditionally has ultimate control of the train.

In operation, the control algorithm (510) continuously monitors system efficiency and continuously updates the itinerary based on actual measured efficiency whenever updates improve travel performance. Modification of an existing trip plan, or complete replanning calculations, can be performed entirely within the locomotive, or wireless technology can be used to communicate the plan to the hybrid propulsion system (510). It may be fully or partially relocated to a remote location such as a center or roadside treatment facility. The subject matter of the present invention can also produce efficiency trends that can be used to develop locomotive fleet data regarding efficiency transfer functions. Fleet-wide data is used when determining initial trip plans and may be used for network-wide optimization trade-offs when considering multiple train locations.

A number of events in daily operations may lead to the need to create or modify the currently running plan, in which case it is desirable to maintain the same travel purpose and the train may not meet the planned schedule with another train. If things are not as planned with respect to contact or passage, you will need to make up for lost time. Using the locomotive's actual speed, power, and position, compare the planned arrival time with the current estimated (predicted) arrival time based on the remainder of the trip plan. Based on time differences and differences in parameters (detected or changed by the dispatch center or operators), the plan is adjusted. This adjustment may be made automatically or manually, depending on the railroad company's wishes as to how such deviations from the plan should be handled. Whenever a plan is updated, such as but not limited to arrival times, additional changes may occur, for example in new future speed limit changes that may affect the feasibility of restoring the original plan. , are woven together at the same time. In such a case, if the original trip plan cannot be maintained or, in other words, the train is unable to meet the original trip plan purpose, other trip plans may be provided to the operator and the train as discussed herein. and/or may be presented to a remote facility or dispatch center.

Modification of existing travel plans, or complete replanning, may also be made if it is desired to change the original purpose. Such plan amendments, or complete re-planning, may be made manually at fixed pre-planned times, at the discretion of the operator or operational control center, or if pre-determined limits, such as train operating limits, are exceeded. can be done automatically. For example, if the current plan execution is delayed by more than a certain threshold, such as 30 minutes, in one embodiment of the present subject matter, based on a new set of parameters, the remainder of the trip is The trip can be replanned to accommodate delays based again on minimizing total fuel consumption for the segment. Other factors for rescheduling can also be assumed based on the health of the power set, including arrival times, equipment failures and/or equipment temporary malfunctions, such as at assumed train loads. This includes, but is not limited to, loss of horsepower due to operating at excessively high or low temperatures) and/or detection of overall setup errors. That is, if changes reflect impairments in locomotive performance for the current trip, these are factored into the model and/or equations used for optimization.

Changes in planning objectives may also result from plans for one train compromising the ability of another train to meet objectives and arbitration at different levels, e.g. from the need for a dispatch center office to coordinate events. be. For example, contact and passage coordination can be further optimized via train-to-train communication. Thus, as an example, if a train finds itself late in arriving at a location for contact and/or passing, communications from other trains may notify the delayed train (and/or the dispatch center). be able to. The operator can then enter information regarding the delay into the computer (532), where the control algorithm (540) recalculates the train's travel plan and reduces fuel consumption while utilizing planned regenerative braking. Optimize and minimize again. The control algorithm (540) can also be used at a high-level or network-level to tell the dispatch center which trains to slow down if scheduled contact and/or waiting time constraints are not met. Or it can decide whether to accelerate. As discussed herein, this is accomplished by trains transmitting data to a dispatch center to prioritize how each train should change its planning objectives. The selection may depend on either schedule or fuel savings benefits, depending on the situation.

For either manually or automatically initiated replanning, the control algorithm (540) may present more than one itinerary to the operator. In one example embodiment of the present subject matter, the control algorithm (540) typically presents the operator with different power source selection schedules, allowing the operator to select the arrival time and the corresponding fuel and/or exhaust gas enable you to understand the impact. Such information may also be provided to the dispatch center for similar consideration, either as a simple list of alternatives or as multiple trade-off curves.

In one embodiment of the present subject matter, there is still the ability to learn and adapt to major changes in train and power configurations that can be incorporated into current and/or future plans. For example, one of the factors mentioned above is loss of horsepower. Building horsepower over time, after a loss of horsepower or at the beginning of a trip, utilizes transition logic to determine when the desired horsepower is achieved.

Despite the combination of established objective functions and performance parameters of the hybrid propulsion system used to optimize the trip plan, the overall fuel efficiency remains It can be improved by encouraging its occurrence. Therefore, when planning a travel power source selection schedule, or when modifying or completely replanning an existing travel plan or adjusting the plan, the optimized A travel power source selection schedule may also be available.

Referring now to FIG. 8, a method for controlling a hybrid propulsion system is illustrated as a method (580) in accordance with one preferred embodiment of the present subject matter. The method (580) begins by obtaining altitude and terrain information (582) for a predetermined route (552) for the hybrid propulsion system (510), as illustrated in FIGS. 5 and 6. The method (580) further includes determining power and torque demands (584) associated with cold combustion conditions along the predetermined path (552) of the hybrid propulsion system (510). Specifically, capacity and torque demands associated with a predetermined location along a predetermined path of travel are determined to maintain a predetermined total travel time. The power demand associated with the cold combustion condition may be a current power demand, as well as a predicted power demand. Similarly, the torque demand associated with a cold combustion condition may be a current torque demand, as well as a predictive torque demand.

The method (580) further optimizes a number of performance parameters to stabilize cold combustion conditions in the hybrid propulsion system (510) as the hybrid propulsion system (510) moves along the predetermined path (552). The travel plan includes the step of creating a travel plan (586). The method (580) includes managing and considering multiple performance parameters while optimizing the travel plan. An example and non-limiting example of managing performance parameters includes managing intake conditions (588), including intake air composition, intake air pressure, and intake air temperature. Additionally, in a similar fashion, management performance parameters include managing engine operating conditions (592) including total travel time, fuel ratio, and engine speed.

In another embodiment of the present subject matter, the management of performance parameters further includes, by way of example, locomotive power data, regenerative braking characteristics, performance of locomotive traction shifting, consumption from engine fuel as a function of output power, and This may include, but is not limited to, managing the cooling characteristics of the propulsion system. The obtained route data may include a single section from the first point to the second point or multiple sections between the points. The resulting route data may include altitude and terrain or class information that is extracted and used to optimize travel plans according to the subject matter of the present invention.

Trip plans typically include parameters such as percentage of power output from the engine, percentage of power output from a bank of batteries, percentage depending on combined power output, locomotive power data, vehicle traction shifting performance, hybrid Cooling characteristics of a propulsion system, engine life as an example embodiment of a first energy utilization system that utilizes engine fuel as an energy source for the power and torque requirements of a hybrid propulsion system, hybrid propulsion system (10 ) battery life as an example of a second energy utilization system embodiment of the battery as an energy source for power demands and torque demands, battery state of charge, total travel time, maximum power setting, speed limit, and It is created based on an objective function that includes exhaust gas from the hybrid propulsion system.

In one embodiment of the present subject matter, the method (580) includes obtaining a number of destination travel criteria to limit the optimization. Intended trip criteria may include, but are not limited to, travel time, maximum power settings, speed limits, emissions, and hybrid propulsion system throttle maneuvers. Trip plans can also be created and optimized by encouraging or encouraging regenerative braking to occur to optimize power stored in the battery. Such optimization may be performed in accordance with the present subject matter regardless of the momentum or braking requirements of the hybrid propulsion system system (510) during the trip. In other words, an optimized trip plan may require acceleration on flat parts of the route via the IC engine so that energy can be recovered regeneratively during, for example, downslopes or downgrades along the route. or request acceleration up a hill via the IC engine. The optimized trip plan may also include lowering the battery during portions of the trip so that adequate storage capacity is available in the battery prior to the regenerative braking period. Therefore, the entire trip is optimized for fuel consumption, and overall fuel efficiency can be improved by creating trip plans that encourage regenerative braking to occur during portions of the trip where regenerative braking is not involved. while meeting the highest priority travel criteria.

The method (580) further includes prioritizing the engine and/or battery, such as in step (594), as a potential source of the requested power and/or torque based on the optimized trip plan (558). It includes a step of selecting. In one embodiment of the present subject matter, the bank of batteries allows the engine to operate at constant speed and/or constant power, while intake conditions remain constant. In another embodiment, instead of operating with conventional discrete notch power settings, the computer (532) may select a continuous power setting determined to be optimal for the selected power source selection schedule. Therefore, as discussed above, if the optimal power source selection schedule specifies a notch setting of 6.8 instead of operating at a notch setting of 7, the hybrid propulsion system (510) may It can operate at a notch setting of 6.8.

The control of the hybrid propulsion system system (510) as in the method (580) is based on low temperature combustion conditions that occur while the propulsion system (510) travels between points along its predetermined path (552). , including modifying existing travel plans or completely replanning travel plans. In one embodiment of the present subject matter, the hybrid propulsion system (510) is a locomotive and the control method (80) may be adjusted accordingly.

In operation, a remote facility, such as a dispatch center, may provide information in accordance with one embodiment of the present subject matter, thereby providing altitude and terrain information as in step (582) and as in step (584). Such low temperature combustion information can be obtained from a computer located remotely from the hybrid propulsion system. As illustrated, such information is provided to the controller (530).

In addition, the controller (530) includes a locomotive modeling information database, information from a track database such as, but not limited to, track class information and speed limit information, estimated train parameters such as, but not limited to, train weight and drag coefficient; A fuel ratio table from a fuel ratio estimator and a battery model showing battery efficiency and energy recovery, eg, during regenerative braking, is provided.

Indeed, typically the controller (530) provides information to the planner and the itinerary is calculated accordingly. Once the trip plan is calculated, the plan is provided to the driving advisor, driver, or controller (530). The controller (530) is coupled to a battery management module that controls the storage and discharging of the bank of batteries (522) according to the itinerary as executed by the controller (530). The trip plan is also provided to the controller (530) so that trips can be compared as other new data is provided.

In one embodiment of the present subject matter, the controller (530) can automatically set the notch power, either a pre-established notch setting or an optimal continuous notch power. In addition to providing speed commands to the hybrid propulsion system system (510), a display is provided so that the operator can observe what is recommended by the planner. The operator also has access to a control panel. Via the control panel, the operator can decide whether to apply the recommended notch power. Towards this end, the operator may limit the targeted and recommended power. That is, the operator always has ultimate authority over any power setting the locomotive set operates at at any given time. This includes determining whether to provide the necessary power and/or torque to the hybrid propulsion system (510) from the engine or battery under various low temperature combustion conditions resulting from operation in cold or hot regions. Additionally, if the information from the wayside equipment cannot be sent directly to the train, and the operator instead sees the visual signals from the wayside equipment, the operator can use the track database and visual signals from the wayside equipment to Enter commands based on the information contained.

Based on how the hybrid propulsion system (510) functions, information regarding fuel measurements is provided to the fuel ratio estimator. Since direct measurements of fuel flow are typically not available in locomotive fleets, information about the fuel consumed during the trip and predictions for future optimal plans are used to develop optimal plans. performed using calibrated physical property models such as For example, such predictions include, but are not limited to, measured overall horsepower and the use of known fuel characteristics to derive cumulative fuel usage.

In one embodiment of the present subject matter, the hybrid propulsion system (510) may be equipped with an example of a locator element, such as a GPS sensor, and position information may be provided to a train parameter estimator. Such information may include, but is not limited to, GPS sensor data, traction/braking force data, braking situation data, speed, and any changes in speed data. Train weight and drag coefficient information is provided to the controller (530), along with class information and speed limit information.

The subject matter of the present invention also allows the use of continuously varying power throughout the optimization plan and closed loop control implementation. In conventional locomotives, power is typically quantized into eight discrete levels. Modern locomotives are capable of continuous variations in horsepower, which can be incorporated into the optimization methods described above. Continuous power allows the hybrid propulsion system (510) to further optimize operating conditions, for example, by minimizing auxiliary loads and power transmission losses, and fine-tuning the engine horsepower region of optimal efficiency, or to the point where emission margins are increased. can be converted into Examples include, but are not limited to, minimizing cooling system defects, adjusting alternator voltage, adjusting engine speed, and reducing the number of powered axles. Additionally, the hybrid propulsion system (10) can use the trajectory database and predicted performance requirements to minimize auxiliary loads and power transmission deficits to provide optimal efficiency for target fuel consumption/emissions. can. Examples include, but are not limited to, reducing the number of powered axles on flat terrain and pre-cooling the locomotive engine before entering the tunnel.

The present subject matter also uses the track database and predicted performance to adjust locomotive performance, for example to ensure sufficient speed when the train approaches hills and/or tunnels. There are cases. For example, this can be expressed as a speed constraint at a particular location that becomes part of the optimal plan. In addition, the control algorithm (540) may incorporate train handling rules, such as, but not limited to, traction ramp rates, maximum braking force ramp rates. These can be incorporated directly into a formulation for an optimal travel power source selection schedule, or alternatively into a closed loop regulator used to control the application of power to achieve a target speed. I can do it.

In a preferred embodiment, the control algorithm (540) is only installed on the first locomotive in the train formation. However, interaction with multiple trains is not precluded and two or more independently optimized trains can be controlled according to the subject matter of the present invention.

Trains with distributed power source systems can operate in a variety of different modes. One mode is for all locomotives in the train to operate on the same notch command. Therefore, when the lead locomotive issues a command to the operating NS, all units of the train are commanded to generate power for the operating NS. Another mode of operation is "independent" control. In this mode, locomotives or sets of locomotives distributed throughout the train can operate with different driving or braking powers. For example, when a train reaches the top of a mountain, the first locomotive (on the downhill side of the mountain) may be in a braking state, while the locomotives in the middle or at the ends of the train (on the uphill side of the mountain) may be in a running state. . By doing this, pulling forces on the mechanical coupler connecting the rail car and locomotive are minimized. Traditionally, operating a distributed power source system in an "independent" mode required an operator to manually send commands to each remote locomotive or set of locomotives via a display on the lead locomotive. Using a physics-based planning model, train setup information, on-board track database, on-board motion rules, positioning system, real-time closed-loop power/brake control, and sensor feedback, the system operates in “independent” mode to automatically operate distributed power source systems.

When operating with a distributed power source, an operator on the lead locomotive may control operational functions of remote locomotives in a remote vehicle formation via a control system such as a distributed power source control element. Thus, when operating with a distributed power source, the operator can command each locomotive formation to operate at a different notch power level (or one configuration will be in operation and the other in braking); Here, each individual locomotive in the locomotive set operates with the same notch power. In one example embodiment, a control algorithm (540) installed on the train, preferably in communication with a distributed power source control element, recommends notch power levels for remote locomotive formations with an optimized trip plan. If desired, the control algorithm (540) communicates this power setting to the remote locomotive fleet for implementation. The same goes for braking.

The control algorithm (540) may be used with vehicle formations in which the locomotives are not sequential, eg, one or more locomotives are at the front and others are in the middle and aft with respect to the train. Such a configuration is called a distributed power source, where the standard connections between locomotives are replaced by wireless links or auxiliary cables to connect the locomotives to the outside world. When operating with a distributed power source, an operator at the lead locomotive may control the operational functions of remote locomotives in the fleet via a control system such as a distributed power source control element. In particular, when operating with distributed power, the operator can command each locomotive formation to operate at a different notch power level (or one configuration will be in operation and the other in braking), where Each individual locomotive in the locomotive train operates with the same notch power.

In one example of an embodiment of the present subject matter, when a notch power level for a remote locomotive formation is desired to be recommended by the trip plan, the control algorithm (540) typically This power setting is communicated to the vehicle formation. The same goes for braking. Operating with distributed power sources, the optimization problem described above can be improved to allow additional degrees of freedom in that each of the remote units can be controlled independently from the lead unit. The value of this is that additional objectives or constraints regarding the forces within the train can be incorporated into the performance function, assuming that a model reflecting the forces within the train is also included. Thus, the subject matter of the present invention may include the use of multiple throttle controls to better manage in-train forces as well as fuel consumption and emissions. In such embodiments, a trip optimization algorithm that incorporates tolerance for cold combustion conditions may be used, for example, by powering one locomotive from the engine while simultaneously powering from one battery to another. Improve overall fuel efficiency.

In one example of a train utilizing a fleet manager, the lead locomotive in a locomotive lineup may operate at a different notch power setting than other locomotives in the same vehicle configuration. Other locomotives in the fleet operate at the same notch power setting. The subject matter of the present invention may be utilized in conjunction with a fleet manager to command notch power settings and regenerative braking commands to locomotives in a fleet. Therefore, in accordance with the subject matter of the present invention, and by way of example, since the fleet manager divides the locomotive configuration into two groups: a leading unit and a trailing unit, the leading locomotive may have a particular notch power. and the trail locomotive is ordered to operate at another specific notch power. In one example embodiment, the distributed power source control element may be a system and/or device in which this operation is accommodated.

Similarly, when a train set optimizer is used with a locomotive, the control algorithm (540) can be used in conjunction with the train set optimizer to determine the notch power for each locomotive in the train set. , thereby providing the overall required net output. For example, assume that the itinerary recommends a notch power setting of 4 for the locomotive fleet. Based on the location of the train, the fleet optimizer obtains this information and then determines the notch power settings for each locomotive in the fleet. In this implementation, the efficiency of notch power settings across communication channels within the train is improved. Additionally, as discussed above, implementation of this configuration may be performed utilizing a distributed control system.

Additionally, in one embodiment of the present subject matter, the trip optimizer algorithm described herein is configured to operate the engine in a less efficient mode (internal combustion engine mode combined with battery draw) over the duration of the trip. peak power, etc.). Such action may be to compensate for lost time or to provide additional acceleration performance that may be provided by the internal combustion engine alone. However, in such embodiments, although short-term efficiency reductions may occur, overall efficiency may be improved as the trip optimizer takes full account of efficiency combinations during the planned trip. Ru.

Additionally, as previously discussed, the control algorithm may be configured to detect incoming items such as, but not limited to, railroad crossings, grade changes, approach sidings, approach depot yards, and approaches where each locomotive in the fleet may require different braking options. Used for continuous calibration and modification of existing itineraries, or for complete planning as to when and which power source the train composition uses based on fuel stations. For example, if a train is approaching a hill (with possible exceptions, at a higher altitude and cooler temperature), the lead locomotive may be powered by the battery, while the train is approaching the top of the hill. Any remote locomotives that are not located must remain operational and powered by the engine.

A technical contribution to the disclosed method and apparatus is to provide a computer configured to operate a hybrid propulsion system and access a navigation database system, and a method of using said system.

In accordance with one aspect of the present subject matter, a system for controlling a hybrid propulsion system includes an altitude and terrain associated with a predetermined path for the hybrid propulsion system including a first energy source and a second energy source. includes a computer programmed to obtain information about The computer also determines power and torque requirements associated with altitude and terrain along the predetermined path of the hybrid propulsion system. and generating a trip plan to control at least one of a plurality of performance parameters in the hybrid propulsion system as it travels and to enable stable low temperature combustion, and the power demand and the torque of the hybrid propulsion system. The device is programmed to preferentially select at least one of the first energy source and the second energy source based on the itinerary to deliver at least one of the requests.

In accordance with another aspect of the inventive subject matter, a method for controlling a hybrid propulsion system comprises determining the altitude and terrain of a predetermined path for travel of said hybrid propulsion system including a first energy source and a second energy source. including the step of obtaining information about the The method also includes determining power and torque requirements associated with altitude and terrain along the predetermined path of the hybrid propulsion system, the hybrid propulsion moving along the predetermined path. of the power demand and the torque demand of the hybrid propulsion system; preferentially selecting at least one of the first energy source and the second energy source based on the itinerary to deliver at least one of the first energy source and the second energy source.

In accordance with yet another aspect of the inventive subject matter, a hybrid propulsion system comprises a hybrid power source for providing power to drive said propulsion system via a power line, comprising an internal combustion (IC) engine and an electric power source. A hybrid power source including a motor, the IC engine coupled to a power line; a bank of batteries coupled to the electric motor; a selection device; and a computer. A selection device is arranged to selectively couple the electric motor to the power line. The computer is configured to obtain information about an altitude associated with a predetermined route for the hybrid propulsion system including a first energy source and a second energy source; The apparatus is configured to determine power and torque demands along the determined route and associated with the terrain. The computer also travels to control at least one of a plurality of performance parameters in the hybrid propulsion system as the hybrid propulsion system moves along the predetermined path and to enable stable low temperature combustion. the first energy source and the second energy source based on the itinerary to create a plan and to deliver at least one of the power demand and the torque demand of the hybrid propulsion system; At least one of them is selected preferentially.

Although the present subject matter has been described in detail with respect to only a limited number of embodiments, it will be readily understood that the present subject matter is not limited to such disclosed embodiments. do not have. Rather, the inventive subject matter may be modified to incorporate any number of variations, changes, substitutions, or equivalent arrangements not previously described, but which are commensurate with the spirit and scope of the inventive subject matter. Additionally, while various embodiments of the inventive subject matter have been described, it is to be understood that aspects of the inventive subject matter may include only some of the described embodiments. Accordingly, the inventive subject matter is not limited by the foregoing description, but only by the scope of the appended claims.

Claims (22)

A system for controlling a hybrid propulsion system including a computer, the computer comprising:
obtaining altitude and terrain information associated with a predetermined route for the hybrid propulsion system including a first energy source and a second energy source;
Ambient climate information associated with the predetermined route of the hybrid propulsion system , including current temperature, current pressure, predicted temperature, and predicted pressure at several points along the predetermined route. obtain ambient climate information, including current and projected ambient climate conditions ;
determining power and torque requirements of the hybrid propulsion system associated with the altitude, the terrain , and the ambient climate conditions along the predetermined path of the hybrid propulsion system;
creating a trip plan to optimize at least one of a plurality of performance parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined route; and and the at least one of the torque request is programmed to preferentially select at least one of the first energy source and the second energy source based on the itinerary. , a system characterized by: At least one of the performance parameters includes consumption of energy from the first energy source and the second energy source in response to output power , power data, performance of vehicle traction shifting, and cooling characteristics of the hybrid propulsion system. 2. The system of claim 1, comprising: The system of claim 1, wherein the computer is programmed to create the itinerary based on at least one objective function. The at least one objective function includes the lifespan of the first energy source utilization system, the lifespan of the second energy source utilization system, the state of charge of the battery, travel time, maximum power setting, speed limit, and of the hybrid propulsion system. 4. The system of claim 3 , comprising at least one of exhaust gases. 2. The computer as claimed in claim 1, wherein the computer is further configured to modify the itinerary based on the ambient weather conditions occurring while the hybrid propulsion system travels from a first point to a second point. The system described. The system of claim 1, wherein the computer is configured to obtain the altitude, terrain, and ambient climate information from a computer located remotely from the hybrid propulsion system. The system of claim 1, wherein the first energy source is an engine and the second energy source is a bank of batteries. The system of claim 1, wherein the hybrid propulsion system is for a vehicle. A method of controlling a hybrid propulsion system, the method comprising:
obtaining altitude and terrain information of a predetermined route to be traveled by the hybrid propulsion system including a first energy source and a second energy source;
obtaining ambient climate information along the predetermined route of the hybrid propulsion system, the ambient climate information including current temperature at several points along the predetermined route; obtaining ambient climate information , including current and predicted ambient climate conditions, including barometric pressure, predicted temperature, and predicted barometric pressure;
determining power and torque requirements of the hybrid propulsion system associated with the altitude, the terrain , and the ambient climate conditions along the predetermined route of the hybrid propulsion system;
creating a trip plan that optimizes a plurality of operating parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined route; and the power demand and the torque demand of the hybrid propulsion system. A method comprising preferentially selecting at least one of the first energy source and the second energy source based on the itinerary to deliver at least one of the first energy source and the second energy source. At least one of the plurality of operational parameters may include consumption of energy from the first energy source and the second energy source in response to output power , power data, performance of vehicle traction and shifting, or the hybrid propulsion. 10. The method of claim 9 , comprising cooling characteristics of the system. 10. The method of claim 9 , wherein creating the itinerary includes creating the itinerary based on at least one objective function. The at least one objective function includes the lifespan of the first energy source utilization system, the lifespan of the second energy source utilization system, the state of charge of the battery, travel time, maximum power setting, speed limit, and exhaust gas. 10. The control includes modifying the itinerary based on the ambient weather conditions occurring while the hybrid propulsion system travels from a first point to a second point. Method described. 10. The step of obtaining altitude and terrain information and the step of obtaining ambient climate information include obtaining the information from a computer located remotely from the hybrid propulsion system. Method. 10. The method of claim 9 , wherein the first energy source is an engine and the second energy source is a bank of batteries. 10. The method of claim 9 , wherein the hybrid propulsion system is a vehicle . A propulsion system,
a hybrid power source for providing power to drive the propulsion system via a power line, the hybrid power source including an internal combustion (IC) engine and an electric motor, the IC engine coupled to the power line; There is a hybrid power source,
a bank of batteries coupled to said electric motor;
a selection device arranged to selectively couple the electric motor to the power line; and a computer, the computer comprising:
obtaining altitude and terrain information associated with a predetermined route for a propulsion system including an internal combustion engine (IC) engine as a first energy source and a bank of batteries as a second energy source;
ambient climate information associated with the predetermined route of the propulsion system , including current temperature, current pressure, predicted temperature, and predicted pressure at several points along the predetermined route; obtain ambient climate information, including current and projected ambient climate conditions, including ;
determining power and torque requirements of the propulsion system associated with the altitude, the terrain , and the ambient climate conditions along the predetermined path of the propulsion system;
creating a trip plan to optimize at least one of a plurality of performance parameters of the propulsion system as the propulsion system moves along the predetermined route; and preferentially selecting at least one of the first energy source and the second energy source based on the itinerary to deliver at least one of the power demand and the torque demand of A propulsion system comprising: At least one of the performance parameters includes consumption of energy from the first energy source and the second energy source as a function of output power, power data, vehicle traction shifting performance, and cooling of the propulsion system. 18. The propulsion system of claim 17 , comprising a characteristic. The computer is configured to determine, of the propulsion system, the life of the first energy source utilization system, the life of the second energy source utilization system, the state of charge of the battery, travel time, maximum power setting, speed limit, and exhaust gas. 18. The propulsion system of claim 17 , wherein the propulsion system is programmed to generate the itinerary based on at least one of: The computer includes:
creating the itinerary to optimize the plurality of performance parameters of the hybrid propulsion system as the hybrid propulsion system moves along the predetermined route; and
preferentially selecting at least one of the first energy source and the second energy source based on the itinerary to deliver the power demand and the torque demand of the hybrid propulsion system;
The system of claim 1, wherein the system is programmed to: The step of creating includes creating the itinerary that optimizes the plurality of operating parameters as the hybrid propulsion system moves along the predetermined route, and the step of preferentially selecting includes: , preferentially selecting at least one of the first energy source and the second energy source based on the itinerary to deliver the power demand and the torque demand of the hybrid propulsion system. 10. The method of claim 9, comprising: the computer creates a travel plan to optimize the plurality of performance parameters of the propulsion system as the propulsion system moves along the predetermined route; and
and configured to preferentially select at least one of the first energy source and the second energy source based on the itinerary to deliver the power demand and the torque demand of the propulsion system. The propulsion system according to claim 17, characterized in that: