WO2018013526A1 - Système de communication de réseau de moteurs d'entraînement et optimisation de service - Google Patents

Système de communication de réseau de moteurs d'entraînement et optimisation de service Download PDF

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Publication number
WO2018013526A1
WO2018013526A1 PCT/US2017/041470 US2017041470W WO2018013526A1 WO 2018013526 A1 WO2018013526 A1 WO 2018013526A1 US 2017041470 W US2017041470 W US 2017041470W WO 2018013526 A1 WO2018013526 A1 WO 2018013526A1
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WO
WIPO (PCT)
Prior art keywords
group
prime movers
prime
prime mover
movers
Prior art date
Application number
PCT/US2017/041470
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English (en)
Inventor
Gary A. JOHANSEN
Jeffrey A. Matthews
Bradford K. Palmer
Ramya VYAS ARVIND
John C. Wall
J. Stephen Wills
Original Assignee
Cummins Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Cummins Inc. filed Critical Cummins Inc.
Publication of WO2018013526A1 publication Critical patent/WO2018013526A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06312—Adjustment or analysis of established resource schedule, e.g. resource or task levelling, or dynamic rescheduling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0816—Indicating performance data, e.g. occurrence of a malfunction
    • G07C5/0825—Indicating performance data, e.g. occurrence of a malfunction using optical means
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/02—Details
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the present disclosure relates to the determination and implementation of an optimization routine with a group of prime movers or a subset of prime movers within the group of prime movers.
  • a prime mover e.g., a vehicle, such as a semi-tractor truck
  • a prime mover may nevertheless operate sub-optimally when considered against a group of similar prime movers (e.g., a fleet of semi-tractor trucks).
  • a group of similar prime movers e.g., a fleet of semi-tractor trucks.
  • even improved performance of an individual prime mover within a group of prime movers may either still be considered sub-optimal relative to the performance of the group of similar prime movers or, worse set, be counter-productive to an identified goal of the group of similar prime movers.
  • an operator of a prime mover may have set one or more settings of the prime mover to increase a power output from the prime mover at the cost of fuel economy despite a fleet manager for the group indicating that minimization of fuel consumption is a goal for the group.
  • group-wide benefits may be lost or sacrificed due to the actions of one or more individuals (i.e., prime movers) within the group.
  • the apparatus includes a communication circuit structured to communicate with a group of prime movers, and a performance analytics circuit communicably coupled to the communication circuit, the performance analytics circuit structured to: receive an indication of a desired operating parameter for the group of prime movers; interpret a cost index function based on the desired operating parameter; and determine an optimization routine for the group of prime movers responsive to the cost index function.
  • the apparatus also includes a control circuit structured to implement the determined optimization routine with the group of prime movers, wherein the optimization routine is structured to cause operation of the group prime movers to collectively move towards achievement of the desired operating parameter.
  • the method includes receiving, by a controller, data regarding operation of each prime mover in a plurality of prime movers; determining, by the controller, a performance analytic for the plurality of prime movers based on the data; interpreting, by the controller, a cost index function based on the performance analytic; determining, by the controller, an optimization routine based on the cost index function; and implementing, by the controller, the optimization routine with at least one prime mover in the plurality of prime movers to improve performance of the group of prime movers based on cost index function.
  • the system includes a plurality of prime movers; and a controller communicably and operatively coupled to each prime mover within the plurality of prime movers, the controller structured to: receive data regarding operation of the plurality of prime movers; interpret a cost index function based on the received data regarding operation of the plurality of prime movers; determine an optimization routine based on the interpreted cost index function; and implement the optimization routine with at least one prime mover in the plurality of prime movers to improve operation of the plurality of prime movers in accordance with the cost index function.
  • FIG. 1 is a schematic diagram of a prime mover network communication system, according to an example embodiment.
  • FIG. 2 is a schematic diagram of a controller for the prime mover network communication system of FIG. 1, according to an example embodiment.
  • FIG. 3 is a flow diagram of a method of providing and implementing an optimization routine with one or more prime movers in a group of prime movers, according to an example embodiment.
  • the various embodiments disclosed herein relate to systems, methods, and apparatuses structured to identify a group of prime movers, interpret data regarding operation of each prime mover within the group, receive an indication of a desired operating parameter for the group of prime movers, interpret a cost index function based on the desired operating parameter, and determine an optimization routine for the group of prime movers responsive to the cost index function.
  • the optimization routine then may then be provided or implemented with one or more prime movers within the group of prime movers.
  • the optimization routine may include a recommendation, which may be provided to an input/output device (e.g., a display device) of a prime mover for selective implementation by an operator that prime mover.
  • the optimization routine may include a control parameter adjustment, which causes an adjustment of an operation setting of at least one component of the prime mover (e.g., adjusting a shift schedule of the transmission).
  • the control parameter adjustment may be performed automatically without user input to transform or adjust operation of the prime mover.
  • the control parameter adjustment may be performed responsive to receiving a user input to implement the control parameter adjustment (i.e., semi-automatic implementation).
  • the optimization routine may still further include a combination of a recommendation and an adjustment to one or more control parameters.
  • a controller may identify a group of power generators as a prime mover network.
  • the prime movers that form the prime mover network may be power generators or gensets that are identified as a "group" based on a unifying characteristic(s).
  • the unifying characteristic may be the make and model of each generator being the same.
  • the controller may receive or interpret data regarding operation of each generator. The received data may be stored and categorized (e.g., date/time, associated generator, data type, etc.).
  • the controller may determine one or more performance analytics associated with either i) a generator individually or ii) the prime mover network of generators as a whole (i.e., a fleet level metric).
  • the one or more performance analytics may include, but are not limited to, an average power output per a unit of time, a maximum or minimum power output over a predefined time range, an average emissions characteristic per unit of time (e.g., amount of nitrous oxide emissions), a last oil change for each generator, etc.
  • Such performance analytics may be provided to a display device associated with the controller, whereby a manager or fleet operator of the prime mover network may identify one or more operating parameters to optimize (e.g., minimize fuel consumption).
  • the controller may identify a cost index function and perform or apply the cost index function with the data associated with the prime mover network.
  • the cost index function may identify various calibration settings of one or more prime movers within the group of prime movers that are at a sub-optimal setting. Further, application of the cost index function may generate an improved or optimal calibration setting (i.e., the optimization routine) for the one or more prime movers.
  • the controller may determine an optimization routine that indicates one or more modifications to implement with the one or more prime movers of the group of prime movers (e.g., operate three of the prime movers at seventy-five percent power output and the remaining two prime movers at thirty percent power output, schedule an oil change in three weeks, etc.), which may then be implemented with the one or more prime movers.
  • the one or more prime movers may operate closer to the desired characteristic of the fleet manager (e.g., minimizing fuel consumption for the prime mover network as a whole).
  • the systems, methods, and apparatuses of the present disclosure may facilitate real-time or substantially real-time implementation of optimization routines across a group of prime movers, transform operation of one or more prime movers within a group of prime movers to improve operation of the group of prime movers as whole, and various other features and benefits described herein below.
  • improvements including, but not limited to, fuel economy, total cost of ownership, system wear, route income, and/or selected combinations of these or other parameters may be realized by the owner or operator of a prime mover in the group of prime movers and/or a fleet operator or manager of the group of prime movers overall.
  • operating parameter refers to settable “trim parameters”
  • a “calibration parameters” for a prime mover as well as other "operating parameters” for the prime mover refers to an electronic operational setting for a prime mover or a component thereof that may be adjustable by an operator or a technician of the prime mover.
  • a “calibration parameter” or “calibration setting” is typically a setting that is non-adjustable by either the operator or a technician of the prime mover.
  • An example of a calibration parameter is an allowable engine temperature before causing at least one of shutting the engine down, a derate event, and triggering an indicator light.
  • a calibration parameter may include an operating condition prescribed by a local, state, or federal mandate (e.g., an acceptable emissions level before causing an engine derate condition).
  • trim parameters includes: various parameters relating to cruise control (e.g., an upper droop amount, a lower droop amount, etc.); a road speed governor limit (i.e., the maximum allowable road speed of the vehicle); an idle shut down parameter (e.g., an amount of time before an idle engine shuts down); a load based speed control parameter (e.g., a predefined engine speed for certain operating conditions, such as load); a gear down protection parameter for a light load vehicle speed and a heavy load vehicle speed (e.g., maintain the vehicle in the light load or heavy load vehicle speed to promote increased fuel economy by minimizing downshifts to promote operation of the vehicle in a top gear); and, a vehicle acceleration management feature (e.g., to limit acceleration in certain conditions to improve fuel economy).
  • cruise control e.g., an upper droop
  • an "operating parameter” also includes other parameters for the prime mover in addition to various electronic control settings (e.g., trim parameters and calibration parameters). Particularly, the "operating parameter” may also include various other operating characteristics not otherwise captured by the aforementioned "operating parameter” group.
  • operating parameters may also include, but are not limited to, an aftertreatment utilization value, a replacement schedule for one or more components of a prime mover (e.g., an oil filter), a utilization value of a consumable of the prime mover (e.g., oil), other maintenance events/schedules, a route plan for one or more prime movers, and so on.
  • a prime mover e.g., an oil filter
  • a utilization value of a consumable of the prime mover e.g., oil
  • other maintenance events/schedules e.g., a route plan for one or more prime movers, and so on.
  • an “optimization” of an “operating parameter” may include, but is not limited to, a delivery time optimization of the group, a desired aftertreatment system utilization of the group (e.g.
  • the prime mover network communication system 10 is an environment, system, or ecosystem that allows the exchange of information or data (e.g., communications) between a group of prime movers (and individual prime movers within the group) and a prime mover network communication center.
  • information or data e.g., communications
  • an optimization routine may be implemented with a group of prime movers to improve operation of the group of prime movers relative to a desired operating characteristic of the group.
  • the prime mover network communication system 10 generally includes a plurality of prime mover networks, shown as a first prime mover network 100, a second prime mover network 200, and a third prime mover network 300, and a prime mover network communication center 400 having a controller 450.
  • the plurality of prime mover networks are communicably and operatively coupled to the prime mover network communication center 400 and controller 450 over a network 50.
  • the network 50 includes any wireless protocol that enables wireless communications between the prime mover network 100, 200, and 300 and/or individual prime movers within the prime mover network 100, 200, and 300 with the prime mover network communication center 400 and controller 450.
  • a wireless network or protocol facilitates remote transmission and implementation of optimization routines with the prime mover network.
  • the wireless network may be any type of wireless network, such as Wi-Fi, WiMax, Geographical Information System (GIS), Internet, Radio, Bluetooth, Zigbee, satellite, radio, Cellular, Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Long Term Evolution (LTE), light signaling, etc.
  • the network 50 may be a wired network whereby data exchange (e.g., optimization routines) is accomplished through a direct, physical connection with the controller 450.
  • the wired network may include a data communication cable that connects a prime mover with the controller 450, whereby the data communication cable may include any type of data communication cable (e.g., USB, fiber optics, RS-232, etc.).
  • the network 50 may be structured as any combination of wired and wireless networks. In this regard and advantageously, data communication may be accomplished in "dead zones" (e.g., where a wireless network may be unavailable).
  • the system 10 includes a first prime mover network 100, a second prime mover network 200, and a third prime mover network 300.
  • the prime mover networks 100, 200, and 300 also referred to as a "group of prime movers," represents a group of prime movers that are considered together or related.
  • a “group of prime movers” may include, but is not limited to, an associated fleet of trucks, a genset network at a location, a group of engines together at a location performing off-road work (e.g. mining, drilling, fracking, construction), a group of rail or marine engines, etc.
  • the group of prime movers may have the same owner, or may have distinct owners but are nevertheless being considered together as a group.
  • non-owned engines i.e., prime movers
  • the first prime mover network 100 represents a group of vehicles 101
  • the second prime mover network 200 represents a group of generators 201
  • the third prime mover network 300 represents a group of off-road engines 301.
  • more or less prime mover network networks may be included with the system 10.
  • a controller 450 may be implemented with each distinct prime mover network, rather than a single controller 450 useable with each of the depicted three prime mover networks 100, 200, and 300.
  • a group of vehicles 101 make-up or form the network 100.
  • An example illustration of a vehicle 101 within the group 100 is shown in FIG. 1, according to an example embodiment.
  • the vehicle 101 may be any type of vehicle that can be considered grouped together by, for example, by one or more unifying traits or characteristics (e.g., same engine type, same type of vehicle, same owner/operator, etc.), in this example, the vehicle 101 is structured as an on-road vehicle, which may include, but is not limited to, line-haul trucks, mid-range trucks (e.g., pick-up truck), full electric vehicle, hybrid electric vehicle, etc. However, in other embodiments, the vehicle 101 may be structured as an off-road vehicle (e.g., tanks, airplanes, etc.), which is depicted in the group 200.
  • an on-road vehicle which may include, but is not limited to, line-haul trucks, mid-range trucks (e.g., pick-up truck), full electric vehicle, hybrid electric vehicle, etc.
  • the vehicle 101 may be structured as an off-road vehicle (e.g., tanks, airplanes, etc.), which is depicted in the group 200.
  • the vehicle 101 includes a powertrain system 110, an exhaust aftertreatment system 120, an operator input/output (I/O) device 130, a controller 140, and a telematics unit 60, where the controller 140 is communicably coupled to each of the aforementioned components.
  • the vehicle 101 may include any of a variety of other components, such as an electrically driven/controlled air compressor, an electrically driven/controlled engine cooling fan, an electrically driven/controlled heating venting and air conditioning system, an alternator, etc., where the controllability may stem from the controller 140.
  • the powertrain system 110 facilitates power transfer from the engine 111 to power and/or propel the vehicle 101.
  • the powertrain system 110 includes an engine 111 operably coupled to a transmission 112 that is operatively coupled to a drive shaft 113, which is operatively coupled to a differential 114, where the differential 114 transfers power output from the engine 111 to the final drive (shown as wheels 115) to propel the vehicle 101.
  • the engine 111 receives a chemical energy input (e.g., a fuel such as gasoline or diesel) and combusts the fuel to generate mechanical energy, in the form of a rotating crankshaft.
  • a chemical energy input e.g., a fuel such as gasoline or diesel
  • the transmission 112 may manipulate the speed of the rotating input shaft (e.g., the crankshaft) to achieve or substantially achieve a desired drive shaft 113 speed.
  • the rotating drive shaft 113 is received by a differential 114, which provides the rotation energy of the drive shaft 113 to the final drive 115.
  • the final drive 115 then propels or moves the vehicle 101.
  • the engine 111 may be structured as any internal combustion engine (e.g., compression-ignition or spark-ignition), such that the engine 111 can be powered by any fuel type (e.g., diesel, ethanol, gasoline, etc.).
  • the transmission 112 may be structured as any type of transmission, such as a continuous variable transmission, a manual transmission, an automatic transmission, an automatic-manual transmission, a dual clutch transmission, etc. Accordingly, as transmissions vary from geared to continuous configurations (e.g., continuous variable transmission), the transmission can include a variety of settings (gears, for a geared transmission) that affect different output speeds based on the engine speed.
  • the drive shaft 113, differential 114, and final drive 115 may be structured in any configuration dependent on the application (e.g., the final drive 115 is structured as wheels in an automotive application and a propeller in an airplane application).
  • the drive shaft 103 may be structured as a one-piece, two-piece, and a slip-in-tube driveshaft based on the application.
  • the vehicle 101 includes an exhaust aftertreatment system 120 in fluid communication with the engine 111.
  • the exhaust aftertreatment system 120 may receive exhaust gas from the combustion process in the engine 101 and transform/reduce the emissions from the engine 111 to less environmentally harmful emissions (e.g., reduce the nitrous oxide (NOx) amount, reduce the emitted particulate matter amount, etc.).
  • the exhaust aftertreatment system 120 may include any component used to reduce diesel exhaust emissions, such as a selective catalytic reduction catalyst, a diesel oxidation catalyst, a diesel particulate filter, a diesel exhaust fluid doser with a supply of diesel exhaust fluid, and a plurality of sensors for monitoring the system 120 (e.g., a NOx sensor). It should be understood that other embodiments may exclude an exhaust aftertreatment system and/or include different, less than, and/or additional components than that listed above. All such variations are intended to fall within the spirit and scope of the present disclosure.
  • the operator input/output device 130 enables an operator of the vehicle to communicate with the vehicle 101 and the controller 140 (and, in certain instances, with the controller 450).
  • the operator input/output device 130 may include, but is not limited, an interactive display (e.g., a touchscreen, etc.), an accelerator pedal, a clutch pedal, a shifter for the transmission, paddle input devices, a cruise control input setting, etc.
  • the operator Via the input/output device 130, the operator can designate preferred characteristics of one or more desired operating parameters (e.g., an upper cruise control droop amount).
  • the controller 140 is communicably and operatively coupled to the powertrain system 110, the exhaust aftertreatment system 120, the telematics unit 60, and the operator input/output device 130. Communication between and among the components may be via any number of wired or wireless connections.
  • a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection.
  • a wireless connection may include the Internet, Wi-Fi, cellular, radio, etc.
  • a CAN bus provides the exchange of signals, information, and/or data.
  • the CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicably coupled to the systems and components in the vehicle 101 of FIG.
  • the controller 140 is structured to receive data (e.g., instructions, commands, signals, values, etc.) from one or more of the components shown in FIG. 1. Because the components of FIG. 1 are shown to be embodied in a vehicle 101, the controller 140 may be structured as an electronic control module (ECM).
  • ECM electronice control module
  • the ECM may include a transmission control unit and any other control unit included in a vehicle (e.g., exhaust aftertreatment control unit, engine control module, powertrain control module, etc.).
  • prime mover network 200 and 300 are firstly described. As shown, the prime mover network
  • the 200 is formed from a group or a plurality of power generators or gensets 201.
  • the group of generators 201 may be considered a group due to one or more unifying features (like the vehicles 101), such as a similar owner/operator, a similar location, a similar make or model, a similar engine size, etc.
  • the generator 201 may be implemented or used in commercial, residential, and/or mobile settings/situations. Further, the generator 201 may be of any shape, size, and configuration.
  • a non-exhaustive list of components included with the generator 201 is: an engine (e.g., a gas, diesel, or any other type of fuel-powered engine), a governor, a lubrication system including an oil filter, a starter, a coolant heater, an aftertreatment system structured to reduce emissions from the generator 201, an electrical transfer system (e.g., a system designed to transfer electrical energy from the generator 201 to a receiver of the electrical energy, such as an outlet or a meter), one or more energy storage devices, and a control system, such as control system 210.
  • an engine e.g., a gas, diesel, or any other type of fuel-powered engine
  • a governor e.g., a gas, diesel, or any other type of fuel-powered engine
  • a lubrication system including an oil filter, a starter, a coolant heater
  • an aftertreatment system structured to reduce emissions from the generator 201
  • an electrical transfer system e.g., a system designed to transfer electrical energy from the
  • the group 200 may be a group of power generators and energy storage devices, such that the methods, systems, and apparatuses described herein may be implemented/or useable with renewable energy-based integrated systems for base-load power generation.
  • the energy storage devices can be any device such as, a thermal energy storage device, a pumped hydro-energy storage device, an electro-chemical, a chemical and electromagnetic energy storage device, etc.
  • the control system 210 may be structured to control various operating parameters of the generator 201 and to generally monitor operation of the generator 201.
  • the generator 201 may include various sensors (e.g., engine speed sensor, engine temperature sensor, emissions sensor such as a nitrous oxide sensor, coolant temperature sensor, coolant flowrate sensor, electrical sensor (e.g., power output), etc.) that acquire data (e.g., information, values, etc.) indicative of operation of the generator 201.
  • the acquired data may be provided to the control system 210 whereby the control system 210 is structured to control operation of the generator 201 based, at least in part, on the acquired data. For example, if the engine temperature is above a preset threshold upper limit, the control system 210 may automatically derate the engine to reduce the temperature.
  • the prime mover network 300 includes a group of engines 301.
  • the group of engines 301 represents a group of off-road engines 301.
  • the group of off-road engines 301 refers to a group of engines used at a particular location (e.g., mining, marine engines, rail engines such as locomotives, etc.) in a non-road application.
  • Each engine 301 in the network 300 is shown to include a control system 310.
  • the control system 310 may set and implement various operating parameters with the engine 301 as well as track various operating characteristics or data of each engine 301.
  • each of the vehicle 101, generator 201, and engine 301 includes a telematics unit 60.
  • the telematics unit 60 may be structured as any type of telematics unit.
  • the telematics unit 60 may include, but is not limited to, a location positioning system (e.g., a global positioning system) to track the location of the prime mover, such as the vehicle 101 (e.g., latitude and longitude data, elevation data, etc.), one or more memory devices for storing the tracked data, one or more electronic processing units for processing the tracked data, and a communications interface for facilitating the exchange of data between the telematics unit 60 and one or more remote devices (e.g., a provider/manufacturer of the telematics device, etc.), such as the controller 450.
  • a location positioning system e.g., a global positioning system
  • the vehicle 101 e.g., latitude and longitude data, elevation data, etc.
  • memory devices for storing the tracked data
  • electronic processing units for processing the tracked data
  • a communications interface for facilitating the exchange of data between the telematics unit 60 and one or more remote devices (e.g., a provider/manufacturer of
  • the communications interface may be configured as any type of mobile communications interface or protocol including, but not limited to, Wi-Fi, WiMax, Internet, Radio, Bluetooth, Zigbee, satellite, radio, Cellular, GSM, GPRS, LTE, and the like.
  • the telematics unit 60 may also include a communications interface for communicating with the controller 140 of the vehicle 101, the control system 210 of generator 201, and the control system 310 of engine 301.
  • the communication interface may include any type and number of wired and wireless protocols (e.g., any standard under IEEE 802, etc.).
  • a wired connection may include a serial cable, a fiber optic cable, an SAE J1939 bus, a CAT5 cable, or any other form of wired connection.
  • a wireless connection may include the Internet, Wi-Fi, Bluetooth, Zigbee, cellular, radio, etc.
  • a controller area network (CAN) bus including any number of wired and wireless connections provides the exchange of signals, information, and/or data between the controller 140, control system 210, and control system 310 with an associated telematics unit 60.
  • a local area network (LAN), a wide area network (WAN), or an external computer may provide, facilitate, and support communication between the associated telematics unit 60 and the controller 140, control system 210, and control system 310.
  • the prime mover network communication center 400 is structured to communicate wirelessly with the group of prime movers 100, 200, and/or 300 (e.g., one or more prime movers within each group).
  • wireless communications may be provided and supported by the telematics unit 60 of each prime mover in each group 100, 200, and 300 and the controller 450.
  • the prime movers may not include a telematics unit.
  • various other communication protocols and systems may be implemented to enable communication exchange with the controller 450.
  • the controller 450 may be included with the prime mover such that the controller 450 receives data regarding operation of the associated prime mover readily.
  • the controller 450 may then need to be connected to or hooked up to a service diagnostic tool at the prime mover network communication center 400 to enable the center 400 to download or receive all the acquired data and then to determine an optimization routine.
  • a service diagnostic tool at the prime mover network communication center 400 to enable the center 400 to download or receive all the acquired data and then to determine an optimization routine.
  • the prime mover network communication center 400 is shown to include a controller 450 that is communicably and operatively coupled to each group 100, 200, and 300.
  • the prime mover network communication center 400 represents a call center or operations center for an associated prime mover network; in this case, for each of the prime mover networks 100, 200, and 300.
  • the center prime mover network communication center 400 may include one or more technicians, operators, or works that are able to communicate with each group over the network 50.
  • the prime mover network communication center 400 represents any type of remote monitoring, managing, and/or operational control center for an associated group of prime movers.
  • the prime mover network center 400 may include the owner of the group of prime movers 100, 200, and 300, may be the operator or manager of the group of prime movers 100, 200, and 300, may be a third-party service provider structure to provide optimization routines as described herein, or any combination thereof.
  • the controller 450 is included with the prime mover network communication center 400.
  • the controller 450 may be operatively coupled to one or more input/output devices (e.g., display screen, keyboard, touchscreen, etc.) and structured to enable the providing and receiving of information between one or more of the groups 100, 200, and 300 (e.g., a prime mover within the group) and an operator or attendant of the input/output device (e.g., an employee of the prime mover network communication center 400).
  • input/output devices e.g., display screen, keyboard, touchscreen, etc.
  • controller 450 may be structured to interpret data regarding operation of each group of prime movers 100, 200, or 300, apply a cost function to the data to determine an optimization routine, and responsive to the determination, implement the optimization routine with an associated group of prime movers or provide the optimization routine to be implemented with the group of prime movers.
  • a controller 450 may be implemented with each prime mover (i.e., vehicle 101, generator 201, and engine 301) in each group 100, 200, or 300.
  • the operations described herein may be implemented directly with one or more select prime movers within each group of prime movers 100, 200, or 300 by an associated controller 450 for each prime mover within each group of prime movers.
  • communication between the controllers 450 of each prime mover may be accomplished through any suitable wired or wireless network, as described above with regard to the network 50.
  • the network 50 may facilitate the exchange of information and data between the prime movers within the group.
  • the controller 450 may then use this information to determine and apply an optimization routine with the associated prime mover of the controller 450.
  • the prime mover implementation embodiment is an example application of the controller 450, as mentioned above and shown in FIG. 1, the controller 450 is shown with the prime mover network communication center 400 and, therefore, separate from each group. In either implementation embodiment - separate from each prime mover, such as with a prime mover communication center 400 or with each prime mover within each group - an example structure of the controller 450 is shown in FIG. 2. [0035] Accordingly, referring now to FIG. 2, the function and structure of the controller 450 is shown according to an example embodiment.
  • the controller 450 is shown to include a processor 451 and a memory 452.
  • the processor 451 may be implemented as any type of processor including an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components.
  • the one or more memory devices 452 e.g., NVRAM, RAM, ROM, Flash Memory, hard disk storage, etc.
  • the one or more memory devices 452 may store data and/or computer code for facilitating the various processes described herein.
  • the one or more memory devices 452 may be communicably connected to the processor 451 and provide computer code or instructions for executing the processes described in regard to the controller 450 herein.
  • the one or more memory devices 452 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the one or more memory devices 452 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.
  • the controller 450 includes various circuits for completing the activities described herein.
  • the circuits of the controller 450 may utilize the processor 451 and/or memory 452 to accomplish, perform, or otherwise implement various actions described herein with respect to each particular circuit.
  • the processor 451 and/or memory 452 may be considered to be shared components across each circuit.
  • the circuits (or at least one of the circuits) may include their own dedicated processing circuit having a processor and a memory device. In this latter embodiment, the circuit may be structured as an integrated circuit or an otherwise integrated processing component.
  • the activities and functionalities of circuits may be embodied in the memory 452, or combined in multiple circuits, or as a single circuit.
  • controller 450 may include any number of circuits for completing the functions and activities described herein. For example, the activities of multiple circuits may be combined as a single circuit, as an additional circuit(s) with additional functionality, etc. Further, it should be understood that the controller 450 may further control other activity beyond the scope of the present disclosure.
  • Certain operations of the controller 450 described herein include operations to interpret and/or to determine one or more parameters.
  • Interpreting or determining, as utilized herein includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g. a voltage, frequency, current, or PWM signal) indicative of the value, receiving a computer generated parameter indicative of the value, reading the value from a memory location on a non-transient computer readable storage medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.
  • an electronic signal e.g. a voltage, frequency, current, or PWM signal
  • the controller 450 includes a communication circuit 453, a database 454, an operator interface circuit 455, a performance analytics circuit 456, and a control circuit 457.
  • the controller 450 is structured to identify a group of prime movers, interpret data regarding operation of the group of prime movers, receive a desired operating characteristic for the group of prime movers, apply a cost index function to the data based on the desired operating characteristic, and provide or implement an optimization routine with the group of prime movers based on the application of the cost index function.
  • the communication circuit 453 is structured to facilitate, enable, maintain, and otherwise provide a communication channel between the controller 450 and each group of prime movers 100, 200, and 300 to enable the exchange of communications (e.g., data, values, information, etc.) between the controller 450 and each group of prime movers 100, 200, and 300.
  • the exchange of information may be between the controller 450 and a representative prime mover for each group, between each prime mover in each group and the controller 450, between a control center associated with each group and the controller 450, and/or between a subset of prime movers (e.g., one or more) within each group and the controller 450.
  • the communication circuit 450 is structured to include any type of wired and/or wireless network communication protocols or interfaces for connecting to the group over the network 50.
  • the communication circuit 453 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and/or a Wi-Fi transceiver for communicating via a wireless communications network.
  • the communication circuit 453 may be structured to communicate via local area networks or wide area networks (e.g., the Internet, a building WAN, etc.) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, etc.).
  • the communication circuit 453 is structured to facilitate, support, and enable communications through any combination of wired connection protocols (e.g., a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection) and/or wireless connection protocols (e.g., the Internet, Wi-Fi, cellular, Bluetooth, ZigBee, radio, etc.).
  • wired connection protocols e.g., a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection
  • wireless connection protocols e.g., the Internet, Wi-Fi, cellular, Bluetooth, ZigBee, radio, etc.
  • the database 454 is structured to receive and store, hold, and otherwise serve as a repository for operation data received from each prime mover within the group of prime movers 100, 200, and 300.
  • the database 454 may also include one or more classification and/or categorization functions (e.g., logic processing, etc.).
  • the classification function may sort, categorize, or otherwise classify each piece of received operation data from each prime mover (or each transmitting prime mover) within the groups 100, 200, or 300. For example, engine speed data for a vehicle 101 over a predefined time range may be stored in section associated with the group 100 and in a further sub-section dedicated to that particular vehicle 101.
  • the classification function may categorize all similar types of data in a similar location (e.g., folder). For example, maintenance schedule information (e.g., oil filter change dates, etc.) for all the vehicles 101 in the group 100 may be stored in a separate and designated folder of the database 454. Beneficially, the storage and classification of data by group, by type, and/or by associated individual prime mover may facilitate relatively fast and efficient uses of said data to thereby implement an optimization routine in real-time or substantially real time.
  • maintenance schedule information e.g., oil filter change dates, etc.
  • the database 454 may be a separate component relative to the controller 450.
  • the database 454 may be formed or constructed from two or more server-based storage components stored over two or more remote geographic locations.
  • the database 454 may simply receive, store, and classify/categorize the received operational data.
  • a controller 450 may be implemented with each prime mover within the group 100, 200, and 300, such that generation and implementation of the optimization routine may be performed through the controller 450 requesting and retrieving desired operation data stored in the remote database 454.
  • the operator interface circuit 455 may be structured to facilitate and provide communications between the controller 450 and an operator and the controller 450. Accordingly, in one embodiment, the operator interface circuit 455 may include an operator input/output device, such as a graphical user interface. In another embodiment, the operator interface circuit 455 includes communication circuitry for facilitating the exchange of information between the controller 450 and an operator input/output device. In yet another embodiment, the operator interface circuit 455 includes machine-readable media and any combination of hardware (e.g., communication circuitry) for facilitating the exchange of information between the controller 450 and an attendant, operator, or manager of the controller 450.
  • hardware e.g., communication circuitry
  • an operator, attendant, and/or fleet manager or other responsible party may define a desired operating parameter for the vehicle 100.
  • the desired operating parameter or desired operating characteristic of the group of prime movers 100, 200, or 300 refers to how an operator (or a fleet manager) would like the group 100, 200, or 300 to operate as a whole.
  • a desired operating parameter may be to minimize fuel consumption.
  • a desired operating parameter may be to incrementally improve fuel economy.
  • Incremental improvement may refer to a numerical increase (e.g., 8.2 miles-per-gallon (MPG) to 8.3 MPG is an incremental increase), a predefined percent increase (e.g., one percent, two percent, ten percent, etc.), or any other metric understood by those of ordinary skill in the art to represent an incremental increase.
  • "incremental increase” may be a momentary occurrence (e.g., less than thirty seconds) or be required to exist for a predefined time period or distance (e.g., three minutes, five miles, etc.).
  • a desired operating parameter may be to improve an acceleration characteristic (i.e., remove or lower various fuel consumption trim parameters to enable an operator to receive a maximum or near maximum amount of acceleration when desired).
  • a desired operating parameter may be to minimize or reduce a specific exhaust gas emissions characteristic (e.g., CO, NOx, etc.).
  • a desired operating parameter may be to reduce DEF dosing in an exhaust aftertreatment system, such as the exhaust aftertreatment system 120.
  • a desired operating parameter may be to perform efficient service events by, e.g., grouping multiple prime movers together for a group service event in order to minimize interruption and scheduling challenges caused by individually scheduling maintenance for each prime mover. It should be understood that the aforementioned list is not meant to be limiting as the present disclosure contemplates further and additional desired operating parameters intended to fall within the scope of the present disclosure.
  • the performance analytics circuit 456 is structured to analyze the operation data to determine various performance analytics or performance analytics data, interpret a cost index function based on the desired operating parameter, and determine or generate an optimization routine based on the cost index function.
  • the analyzed operation data i.e., the performance analytics
  • the performance analytics circuit 456 includes processing electronics capable of performing one or more algorithms, formulas, operations, and the like to facilitate and enable determination of the performance analytics.
  • the performance analytics circuit 456 includes machine-readable media or a combination of machine-readable media and processing electronics capable of performing one or more algorithms, formulas, operations, and the like to facilitate and enable determination of the analytics data.
  • the performance analytics circuit 456 may utilize one or more formulas, algorithms, processes, or operations to at least one of provide a prediction, a trend analysis, other statistical representations, and the like of various acquired data for a group of prime movers. Accordingly, the performance analytics circuit 456 may include model predictive controls algorithm(s), statistical algorithms (e.g., averages, standard deviations, etc.), and any other type of formula or algorithm for generating a desired analytic of the received operation data for the group 100, 200, or 300.
  • model predictive controls algorithm(s) e.g., statistical algorithms (e.g., averages, standard deviations, etc.), and any other type of formula or algorithm for generating a desired analytic of the received operation data for the group 100, 200, or 300.
  • performance analytics circuit 456 may generate and provide a vast amount of performance analytics data, specific examples are provided below.
  • examples relating to any of the groups 100, 200, or 300 include, but are not limited to: a current aftertreatment system state (e.g.
  • soot filter of vehicle X is full or nearly full; using trend data to predict and change aftertreatment or electrical devices; using predictive diagnostics in utilization planning (e.g., which vehicles 101 of the group 100 should be utilized in the upcoming mission (e.g., delivery of freight) and which vehicles 101 of the group 100 should be serviced); and, use of load profile trending data to make a prediction about maintenance, oil change interval, etc., which can be applicable with any of the groups 100, 200, or 300 or substantially any other networks of prime movers.
  • utilization planning e.g., which vehicles 101 of the group 100 should be utilized in the upcoming mission (e.g., delivery of freight) and which vehicles 101 of the group 100 should be serviced
  • load profile trending data to make a prediction about maintenance, oil change interval, etc., which can be applicable with any of the groups 100, 200, or 300 or substantially any other networks of prime movers.
  • Another example may include turning on the prime mover (e.g., genset 201) early and pre-loading the battery for a job (any scheduled job or duty operation that is predictable is amenable to this activity, such as fracking, drilling, road hauling, daily cycling of genset loads, etc.).
  • Yet another example may include determining a spark plug utilization value and duty cycle data.
  • the spark plug utilization value may represent a number of hours of operation of the vehicle, a number of "fires," an hours of usage value, a time since last replacement, another preset definition of usage for the spark plug (e.g., two-years), etc.
  • the performance analytics circuit 456 may determine a plan for re-gapping or a replacement schedule. This activity may be beneficial due to the high commercial value of this activity: oil changes and other maintenance routines are often planned around spark plug re-gapping, such as wear-out prediction based on voltage monitoring or other information.
  • additional examples of performance analytics data include, but are not limited to, a capability and state-of-health of an electronic propulsion system (if any, for example, if the vehicle 101 is configured as a hybrid electric vehicle); a current route plan and duty cycle; various aftertreatment system requirements, such as a regeneration event, a filter change, etc.; various electronic propulsion system requirements, such as the need to recharge the battery to a predefined state-of-charge threshold level; current vehicle 101 service requirements for each vehicle 101 in the group of vehicles 100, which can be matched with the current route plan and duty cycle of each associated vehicle 101 in order to maximize efficiency of the service requirements (e.g., minimize downtime); etc.
  • a capability and state-of-health of an electronic propulsion system if any, for example, if the vehicle 101 is configured as a hybrid electric vehicle
  • various aftertreatment system requirements such as a regeneration event, a filter change, etc.
  • various electronic propulsion system requirements such as the need to recharge the battery to a predefined state-of-charge threshold level
  • the performance analytics data determined and/or generated by the performance analytics circuit 456 is meant to be broadly interpreted and highly configurable based on the prime mover network 100, 200, or 300 (or any other group of prime movers).
  • the determinations and output of the performance analytics circuit 455 may be sufficient to meet a desire of an operator of the group (e.g., groups 100, 200, or 300).
  • an operator or attendant of the group may desire to simply observe trends and make predictions.
  • the operator or attendant may desire to effect change in various operating parameters of a prime mover within the group and of the group overall, which may be accomplished through an optimization routine described herein below.
  • the performance analytics circuit 456 is structured to interpret a cost index function responsive to a desired operating parameter.
  • the cost index function is structured to optimize the desired characteristic or operating parameter, as received by the operator input/output circuit 455.
  • the cost index function may represent a function, algorithm, process, operation, optimization function, and/or any other method for optimizing or substantially optimizing the desired operating parameter.
  • the cost index function represents the performance analytics circuit 456 identifying the "best" performing prime mover within the group of prime movers 100, 200, or 300 for the desired operating parameter.
  • the performance analytics circuit 456 may be structured to identify the top one or a few vehicles 101 in the group 100 that are achieving the relatively best fuel consumption.
  • the performance analytics circuit 456 may extract various operating parameter data for those identified vehicles 101 (e.g., fuel injection timing and quantity, calibration parameters, operating parameter settings, make/model of various components included with the prime mover, maintenance schedule for the identified prime mover(s), and the like).
  • the cost index function represents the performance analytics circuit 456 selecting a cost index function or algorithm for application and implementation.
  • the cost index function may take a variety of forms. Non-limiting examples include: a formula for minimizing fuel consumption, a formula for minimizing a cost of a component (e.g., cargo time delivery cost, vehicle wear cost, etc.); a formula for minimizing an emissions cost; a formula for minimizing a component wear value; etc.
  • Additional exemplary cost index functions may include, but are not limited to: an income strategy to, e.g., maximize income (e.g.
  • incentive based delivery an algorithm to increase a value provided to a customer account based on certain customer costs (e.g. ton-miles delivered) to, e.g., minimize a ratio (e.g., owner cost:ton-mile cost or costvalue delivered, etc.).
  • customer costs e.g. ton-miles delivered
  • minimize a ratio e.g., owner cost:ton-mile cost or costvalue delivered, etc.
  • the cost index function may be specific to a certain type of prime movers.
  • the cost index functions useable with the group 100 may differ from that of the group 200.
  • the structure and configuration of each controller 450 may be tailored to the particular prime mover group that the controller is implemented or associated with. Such a benefit may result in controllers of different sizes and shapes that are tailored to their particular application.
  • the cost index function may include one or more predefined constraint values.
  • an operator may define a constraint value that the "aftertreatment must regenerate with 2 hours or before 25 grams of soot accumulate," etc.
  • Another example of a constraint is that fuel consumption may only be decreased to a certain predefined preset threshold because any further decreases may adversely affect performance of the prime mover.
  • Yet another example of a constraint is identifying a route of each vehicle 101 within the group.
  • the cost index function is limited to surroundings that may near or substantially near the vehicle 101 on the route (e.g., charge stations for an electric vehicle).
  • a constraint is a maximum operating time of a power generator.
  • a constraint is a maximum temperature for an engine (e.g., engine 301). It should be understood that the aforementioned list of constraints is not meant to be exhaustive as many different and other types of constraints may be utilized by the performance analytics circuit 456.
  • the performance analytics circuit 456 may identify or select a cost index function for use based on a variety of factors.
  • the selected cost index function is based on the desired operating characteristic. For example, minimizing fuel consumption may correspond with a different cost index function than minimizing CO emissions.
  • the selected cost index function is based on the type of prime mover in the group of prime movers. For example, the selected cost index function for the vehicle 101 may differ from that of the generator 201.
  • the selected cost index function is based on an explicit user input (e.g., via the operator input/output circuit 454). For example, an operator may define an algorithm to use with a particular prime mover network. Thus, many different may be used to select a cost index function with all such factors intended to fall within the scope of the present disclosure.
  • the performance analytics circuit 456 is structured to determine an optimization routine for the group of prime movers.
  • the "optimization routine” refers to the performance of the cost index function to generate or determine a recommendation output for the associated group of prime movers.
  • the optimization routine for that group of prime movers may represent a set of data or information corresponding to the "best" prime mover, which may be implemented (selectively) with the remaining members of the group of prime movers.
  • Various additional non-limiting recommendation outputs are described below.
  • the optimization routine may include a preferred maintenance schedule for a prime mover network whereby most of or substantially most of the maintenance events are grouped together at each scheduled maintenance event in order to minimize visits of each group member to the technician or service station. Further and in this regard, not all maintenance events need to be on the same time constant - slower events can still be scheduled to end with one of the faster events which still reduces number of maintenance shutdowns overall.
  • the optimization routine may include a preferred maintenance schedule that schedules maintenance and/or component swaps for the fleet (e.g., group 100) or genset group (e.g., group 200) through duty cycle management of the vehicles 101 or gensets 201.
  • the preferred maintenance schedule may schedule maintenance on a particular vehicle 101 or genset 201 to end at the same time or staggered according to a plan (e.g. to meet the capacity of the maintenance shop, to meet a scheduled maintenance visit to a remote location, to keep a certain number of trucks on the road or gensets operating during maintenance, etc.).
  • a maintenance facility may have improved operations (e.g., by scheduling customer maintenance intervals for better utilization of the maintenance facility).
  • savings may be shared with customers or the benefits may be realized by the customers through improved access to the maintenance facility and reduced downtime.
  • the optimization routine may include a route plan coordinated to various other desired operating parameters (e.g., minimize fuel consumption, minimize emissions, etc.).
  • the optimization routine may include a route plan between two vehicles in the group 100 to improve an aftertreatment requirement match, an electronic propulsion system match, and/or a vehicle current service requirement match.
  • the optimization routine may include a change in a route plan and/or duty cycle for two or more vehicles in the group 100 to, e.g., transfer a load between them, switch which vehicle is going to be utilized, etc. in order to improve an aftertreatment requirement match, an electronic propulsion system match, and/or a vehicle current service requirement match.
  • an optimization routine may include a recommendation to change one or more components in two prime mover systems of the group.
  • the recommendation may include, but is not limited to: to swap an aftertreatment component between two prime movers such as a soot filter; to swap an electronic propulsion system component two prime movers (e.g., two vehicles 101), such as a battery; to make a cost neutral change with an engine manufacturer such as swapping load ratings (e.g., swapping a 425 FIP calibration and a 450 FIP calibration - could be with notice to the manufacturer or other provider that the total horsepower in the fleet is unchanged); and/or to improve an aftertreatment requirement match, an electronic propulsion system match, a vehicle current service requirement match, and/or, to more optimally meet the overall route plan for the fleet.
  • the recommended change in one or more prime mover systems is not cost neutral, such as with an agreed transaction with the engine manufacturer (e.g., increase a rating to more optimally meet a route plan, with an agreed transaction with the manufacturer, improving overall fleet performance, for one or more routes).
  • a recommended component change incudes changing one or more prime mover systems (e.g., vehicle systems, genset systems, etc.) at design time (i.e., before addition of the prime mover to an existing group of prime movers) based on the route plan to, in turn, optimize or improve the fleet performance by, and in regard to the group 100, changing the engine, gear ratios, driveline parameters, electronic propulsion system, and/or aftertreatment system of one or more vehicles 101 in the fleet of vehicles 100.
  • prime mover systems e.g., vehicle systems, genset systems, etc.
  • design time i.e., before addition of the prime mover to an existing group of prime movers
  • an optimization routine may include various operational changes.
  • an operational change of the generators 201 in the group 200 may include a calibration change in real time or substantially real time that avoids operating an extra genset for a period of time through a calibration change while allowing the currently operating gensets to meet the demand.
  • Such an optimization routine may be based on a predicted load period, how close the current operating gensets are to meeting the predicted load, a genset owner entered criteria (e.g. based on the cost of the calibration increase, the maintenance interval resulting from the change [e.g. reduced spark plug gap maintenance time, reduced oil change interval, etc.]); etc.
  • the optimization routine may include various operating parameter adjustments and/or recommendations.
  • an adjustment may include selecting which genset is running; changing an optimal load point considering the operational dynamics of aftertreatment system; and/or, dynamically altering a decision point for which genset and how many that are currently shut down and which generators of the group may regenerate at the current load level, etc.
  • the optimization routine may include a recommendation output that indicates a selected prime mover load point to avoid undesirable operating conditions, such as wet stacking, DEF deposit buildup, unavailability of aftertreatment regeneration. The work balance across the network of prime movers may be shifted to avoid undesired operating conditions for those prime movers performing the work.
  • the optimization routine may take a wide variety of forms from recommendations (e.g., that are provided to a display device for selective implementation by an operator of the prime mover or a fleet manager) to an operating parameter adjustment (e.g., change this operating parameter setting of this prime mover within this group to level X). Further, the optimization routine may be highly variable based on the desired operating parameter, which controls selection of the cost index function.
  • recommendations e.g., that are provided to a display device for selective implementation by an operator of the prime mover or a fleet manager
  • an operating parameter adjustment e.g., change this operating parameter setting of this prime mover within this group to level X.
  • the optimization routine may be highly variable based on the desired operating parameter, which controls selection of the cost index function.
  • the aforementioned list is not meant to be limiting as the present disclosure contemplates a wide variety of additional and/or different other types of optimization routines that may be generated by the performance analytics circuit 456.
  • each prime mover network 100, 200, and 300 refers to different prime movers, in certain embodiments where the controller 450 is specific to only a certain prime mover network, the structure and configuration and performance analytics circuit 456 may differ based on the prime mover network that the circuit 456 is utilized with.
  • the controller 450 used with the generator 201 prime mover network 200 (in the embodiment, where each group includes its own separate and dedicated controller).
  • each group includes its own separate and dedicated controller.
  • such a configuration enables the tailoring and customization of the controller 450 to each prime mover network.
  • superfluous functionality may be excluded to maximize processing capability for the controller 450 for each application.
  • the control circuit 457 is structured to implement the optimization routine with the associated prime mover network.
  • the optimization routine is a recommendation (e.g., swapping components between prime movers, using alternate routes, etc.)
  • the recommendation may be provided to one or more input/output devices associated the prime mover network.
  • the recommendation may be provided to a prime mover network's manager's input/output device (e.g., as an email, as a text message, as a phone call, as an audio/visual message, etc.).
  • the recommendation may be provided to one or more individual operators associated with certain prime movers within the group.
  • the recommendation may be tailored to the prime movers that are determined to have possible change(s) implemented therewith. This type of targeted messaging may decrease bandwidth requirements and facilitate relatively faster implementations of the routines.
  • the control circuit 457 may be structured to provide the adjustments directly to the selected one or more prime movers for implementation.
  • the control circuit 457 may, via the communication circuit 453, provide the adjustments to the controller 140 for implementation with one or more selected vehicles 101.
  • such adjustments facilitate remote modifications to achieve or substantially achieve the desired operating parameter.
  • various benefits including, but not limited to, improved or optimized operation of the group of prime movers as a whole may be achieved. Further, such benefits may be achieved from a remote location thereby alleviating the need for each member of the group to visit an analytics center, which may require substantial sums of time, energy, and costs.
  • Additional specific benefits may include, but are not limited to, incremental cost savings over competitors; an improvement in fuel economy perception of a class of engines if the engines are a high fraction of a fleet (in terms of ton-miles per unit of fuel); a reduction in the usage of dedicated haulers; an improvement to the service life of an aftertreatment system component, a battery or electrical system component; etc.
  • FIG. 3 a flow diagram of a method of providing and implementing an optimization routine with one or more prime movers in a group of prime movers is shown, according to an example embodiment. Because method 500 may be implemented with the controller 450 and in the system 10, reference may be made to one or more features of the controller 450 and the system 10 to explain method 500.
  • process 501 data for a plurality of prime movers is received. If a group of prime movers is not previously identified, process 501 may further include identifying a group of prime movers based on the data.
  • the data may include certain bibliographic type data, such as engine make/model and the like, whereby the controller 450 may group similar make/model engines into a prime mover network.
  • the data may include ownership or management information indicative of an owner or manager of various prime movers. Similar make/model prime movers that are managed or owned by similar owners or operators may be grouped into a prime mover network by the controller 450. Many different grouping mechanisms or functions may be used to identify and group prime movers.
  • the received data is interpreted to determine one or more performance analytics.
  • various performance analytics data may include, but are not limited to: a performance value for vehicles in the group of vehicles - potentially current and potential performance where performance is flexible over a telematics-delivered recalibration (e.g. torque curve, fuel economy and emissions performance, state of the aftertreatment system, state of the electronic propulsion system, service information); determined vehicle-based information (gear ratios, driveline information, tires); load information (loads on-board and/or that need to be picked up with pickup and dropoff information, load requirements or costs (e.g.
  • Additional performance analytics may include, but are not limited to, various fleet-level information, such as an availability of re- calibration of an operating system of the prime mover, a driver identity, a re-stocking point(s), a service point(s), a fleet policy(ies) (e.g. maximum speeds, stop times, driver logs), etc.
  • a cost index function is interpreted based on the determined performance analytics.
  • Process 503 may include receiving an indication of a desired operating parameter for the group (e.g., minimize fuel economy, minimize emissions, etc.) based on the determined performance analytic. For example, a fleet manager may observe trend data that fuel emissions for the group are consistently above a certain threshold and, in response, desire to minimize total emissions for the group.
  • a desired operating parameter for the group e.g., minimize fuel economy, minimize emissions, etc.
  • the cost index function may represent either i) an identification and selection of a prime mover within the group that is operating the "best” or substantially the "best” based on the desired operating parameter for the group (i.e., the prime mover(s) best achieving the desired operating parameter based on the received data), and/or ii) a selection and implementation of an algorithm, formula, process, and the like that may be implemented with the data to achieve or substantially achieve the desired operating parameter (e.g., an algorithm to minimize fuel consumption for the vehicles 101 based on one or more constraints, etc.).
  • an optimization routine is determined based on the cost index function.
  • the optimization routine may include at least one of recommendation and an operating parameter adjustment, whereby the recommendation is provided to an input/output device for acknowledgement and selective implementation and the operating parameter adjustment may be automatically selectively implemented with or without prime mover operator input.
  • Optimization routines may include route-level optimizations (e.g., do vehicles have the correct loads, calibrations, drivers, aftertreatment components (if swappable), electronic components (if swappable), routing), service level optimizations (where and when should vehicles be serviced), and design level optimizations (permanent or semi-permanent calibration changes, changes in the gear ratios, changes in the driveline system, changes in the aftertreatment or electronic propulsion package of a more permanent nature than swapping components, and/or engine-level changes, including entire vehicle system swapouts and replacements).
  • route-level optimizations e.g., do vehicles have the correct loads, calibrations, drivers, aftertreatment components (if swappable), electronic components (if swappable), routing), service level optimizations (where and when should vehicles be serviced), and design level optimizations (
  • Route-level, service level, and design level optimizations may be run on the same or distinct time scales. For example, one system may run a route-level optimization daily, a service level optimization weekly, and a design level optimization monthly for a given fleet. In another example, a system may run a route-level optimization continuously (e.g. even checking routes and remaining service events as the vehicles are in service, especially in a telematics enabled fleet), a service level optimization daily, and a design level optimization for each vehicle when it reaches a service life value selected for that vehicle to see if it still belongs in an "optimal" configuration for that fleet. In one example, a system may have selectable menus where the fleet operator can configure how to run the various optimization levels for their fleet, and could, for example, run any optimization at any time.
  • the optimization routine is at least one of provided to an input/output device or automatically or semi-automatically implemented with the group of prime movers.
  • certain optimization routines may require operator or fleet management adjustment, such as the swapping of components, such that these optimization routines are provided to an input/output device associated with the particular prime mover network.
  • certain optimization routines may be implemented automatically or semi- automatically with one or more prime movers in the group of prime movers. For example, if an operating parameter adjustment is determined and such operating parameter adjustment does not require an affirmative action on behalf of an operator (e.g., restarting of the control system), this operating parameter may be provided by the controller 450 to the associated prime mover control system for automatic implementation.
  • the adjusted operating parameter may be provided to an input/output device of the prime mover in the form of a message: "at your convenience, please shut down your prime mover and re-start your prime mover in order to gain performance in accord with your fleet manager's desired operating parameter of minimizing fuel economy.”
  • the optimization routine may be provided as a message in addition to an automatic implementation. All such variations are intended to fall within the scope of the present disclosure.
  • circuits can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and program code.
  • VLSI very-large- scale integration
  • a circuit may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.
  • circuits may also be implemented in machine-readable medium for execution by various types of processors, such as the processor 451 of FIG. 2.
  • An identified circuit of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit.
  • a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices.
  • operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure.
  • the operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.
  • the computer readable medium (also referred to herein as machine-readable media or machine-readable content) may be a tangible computer readable storage medium storing the computer readable program code.
  • the computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing.
  • examples of the computer readable storage medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing.
  • a computer readable storage medium may be any tangible medium that can contain, and/or store computer readable program code for use by and/or in connection with an instruction execution system, apparatus, or device.
  • Computer readable program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages.
  • object oriented programming language such as Java, Smalltalk, C++ or the like
  • conventional procedural programming languages such as the "C" programming language or similar programming languages.
  • the program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function/act specified in the schematic flowchart diagrams and/or schematic block diagrams block or blocks.

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Abstract

La présente invention concerne des systèmes, des appareils et des procédés qui permettent la réception de données concernant le fonctionnement de chaque moteur d'entraînement dans une pluralité de moteurs d'entraînement ; la détermination d'une grandeur analytique de performance pour la pluralité de moteurs d'entraînement sur la base des données ; l'interprétation d'une fonction d'indice de coût sur la base de la grandeur analytique de performance ; la détermination d'un sous-programme d'optimisation sur la base de la fonction d'indice de coût ; et, la mise en œuvre du sous-programme d'optimisation avec au moins un moteur d'entraînement dans la pluralité de moteurs d'entraînement pour améliorer les performances du groupe de moteurs d'entraînement sur la base de la fonction d'indice de coût.
PCT/US2017/041470 2016-07-12 2017-07-11 Système de communication de réseau de moteurs d'entraînement et optimisation de service WO2018013526A1 (fr)

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