U.S. patent application number 11/749316 was filed with the patent office on 2008-11-20 for method of operating vehicle and associated system.
This patent application is currently assigned to GENERAL ELECTRIC COMPANY. Invention is credited to Robert Dean King, Ajith Kuttannair Kumar, Timothy Gerard Richter, Lembit Salasoo, Roland Sidney Sedziol.
Application Number | 20080288132 11/749316 |
Document ID | / |
Family ID | 40028372 |
Filed Date | 2008-11-20 |
United States Patent
Application |
20080288132 |
Kind Code |
A1 |
King; Robert Dean ; et
al. |
November 20, 2008 |
METHOD OF OPERATING VEHICLE AND ASSOCIATED SYSTEM
Abstract
A method of operating a vehicle having an electric drive is
provided. The method includes defining a first zone and a second
zone. The first zone has an associated first characteristic and the
second zone has an associated second characteristic that differs
from the first characteristic. The method further includes
switching an operating mode of a vehicle from a first operating
mode in the first zone to a second operating mode in the second
zone in response to the vehicle translating from the first zone to
the second zone. Associated vehicles and systems are provided
also.
Inventors: |
King; Robert Dean;
(Schenectady, NY) ; Kumar; Ajith Kuttannair;
(Erie, PA) ; Sedziol; Roland Sidney; (Niskayuna,
NY) ; Salasoo; Lembit; (Schenectady, NY) ;
Richter; Timothy Gerard; (Wynantskill, NY) |
Correspondence
Address: |
GENERAL ELECTRIC COMPANY;GLOBAL RESEARCH
PATENT DOCKET RM. BLDG. K1-4A59
NISKAYUNA
NY
12309
US
|
Assignee: |
GENERAL ELECTRIC COMPANY
Schenectady
NY
|
Family ID: |
40028372 |
Appl. No.: |
11/749316 |
Filed: |
May 16, 2007 |
Current U.S.
Class: |
701/22 ;
701/1 |
Current CPC
Class: |
B60W 20/00 20130101;
B60W 2556/50 20200201; Y02T 10/7072 20130101; Y02T 10/62 20130101;
B60L 58/12 20190201; B60L 2200/26 20130101; B60L 50/61 20190201;
B60L 2200/22 20130101; B60W 40/02 20130101; B60L 2200/32 20130101;
Y10S 903/903 20130101; B60L 2260/28 20130101; B60W 20/10 20130101;
B60W 20/12 20160101; B60L 2240/62 20130101; Y02T 10/72 20130101;
Y02T 90/14 20130101; Y02T 90/16 20130101; B60L 2200/36 20130101;
Y02T 10/70 20130101 |
Class at
Publication: |
701/22 ;
701/1 |
International
Class: |
B60W 20/00 20060101
B60W020/00; G06F 19/00 20060101 G06F019/00 |
Claims
1. A method, comprising: defining a first zone and a second zone,
and the first zone has an associated first characteristic and the
second zone has an associated second characteristic that differs
from the first characteristic; and switching an operating mode of a
vehicle from a first operating mode in the first zone to a second
operating mode in the second zone in response to the vehicle
translating from the first zone to the second zone.
2. The method as defined in claim 1, further comprising separating
the first zone from the second zone by a geo-fence.
3. The method as defined in claim 1, further comprising bounding
the first zone as a geographical area.
4. The method as defined in claim 1, further comprising defining a
boundary of the first zone dynamically with reference to a time of
day.
5. The method as defined in claim 1, further comprising defining a
boundary of the first zone dynamically with reference to a day of a
week.
6. The method as defined in claim 1, further comprising defining a
boundary of the first zone dynamically with reference to a day of a
year.
7. The method as defined in claim 1, further comprising limiting
the first zone dynamically by reference to an environmental
indicator corresponding to the first zone.
8. The method as defined in claim 7, wherein the environmental
indicator is at least one of UV index, pollution index, ground
level ozone content, NOx content, SOx content, carbon dioxide
content, carbon monoxide content, wind speed, wind direction,
particulate matter content, or pollen count.
9. The method as defined in claim 1, wherein the first
characteristic is, relative to the second characteristic, a tax
benefit or a reduction in one or more of tax liability based on one
or more of emissions, fuel consumption, or noise; emissions; fuel
consumption; or, noise.
10. The method as defined in claim 1, wherein the first
characteristic is a topologically-based ability to regenerate an
energy storage device of the vehicle.
11. The method as defined in claim 1, further comprising bounding
the second zone as a geographical area.
12. The method as defined in claim 1, further comprising defining a
boundary of the second zone dynamically with reference to a time of
day.
13. The method as defined in claim 1, further comprising defining a
boundary of the second zone dynamically with reference to a day of
a week.
14. The method as defined in claim 1, further comprising defining a
boundary of the second zone dynamically with reference to a day of
a year.
15. The method as defined in claim 1, further comprising defining
the second zone dynamically by reference to an environmental
indicator corresponding to the second zone.
16. The method as defined in claim 15, wherein the environmental
indicator is at least one of UV index, pollution index, wind speed,
or wind direction.
17. The method as defined in claim 15, wherein the environmental
indicator is at least one of ground level ozone content.
18. The method as defined in claim 1, wherein the second
characteristic is, relative to the first characteristic, an
increased one or more of tax liability based on one or more of
emission, fuel consumption, or noise; noise sensitivity;
population; or, environmental or pollution sensitivity.
19. The method as defined in claim 1, wherein the second
characteristic is a topologically-based need for a regenerated
energy storage device of the vehicle.
20. The method as defined in claim 1, wherein the first operating
mode comprises operating the vehicle in a manner to accomplish at
least one of: an increase in battery life, an increase in battery
charge, an increase in vehicle speed, or an increase in fuel
economy; or, an optimization of at least one battery characteristic
selected from the group consisting of battery temperature and
battery state of charge; or, a reduction or elimination of
discharge of an energy storage device coupled to electrical drive
motors of the vehicle.
21. The method as defined in claim 1, wherein the second operating
mode comprises operating the vehicle in a manner to accomplish at
least one of: an increased tax benefit based on one or more of
reduced emissions, reduced fuel consumption, or reduced noise;
decreased emissions; decreased fuel consumption; decreased noise
from an on-board engine; or decreased tax liability based on one or
more of emissions, fuel consumption, or noise.
22. The method as defined in claim 1, wherein the second operating
mode comprises operating the vehicle by drawing stored energy from
an energy storage device of the vehicle.
23. The method as defined in claim 1, wherein the second operating
mode comprises operating the vehicle by drawing energy only from an
energy storage device of the vehicle and not from an engine of the
vehicle.
24. The method as defined in claim 1, wherein the second operating
mode comprises determining a compliant operating mode that is a
mixture of energy from an energy storage device of the vehicle and
from an engine of the vehicle, and the engine is run in a manner
that has at least one of less noise, less emissions, or less of a
taxable event relative to the first mode of operation.
25. The method as defined in claim 1, further comprising
determining the translation point by a signal/sensor pair, a global
positioning system, or a calculation based on a known route and a
distance or time measurement along the route.
26. The method as defined in claim 1, wherein the signal/sensor
pair comprises an RFID sensor.
27. The method as defined in claim 1, further comprising defining a
third zone having an associated third characteristic; and switching
the vehicle operating mode to the third operating mode in the third
zone in response to the vehicle translating to the third zone from
the first zone or the second zone.
28. The method as defined in claim 1, wherein the third
characteristic comprises one or more of a minimum travel length to
take an energy storage device on the vehicle from a current state
of charge to a full useable state of charge; or a topographical
feature biased for regenerative braking.
29. The method as defined in claim 1, further comprising adjusting
a route of the vehicle so that a travel path of the vehicle in the
third zone is of sufficient length to charge an energy storage
device of the vehicle to a full useable charge state.
30. The method as defined in claim 1, further comprising
determining a current state of charge of an energy storage device
of the vehicle and determining a minimum distance for regenerative
braking to bring the energy storage device from the current state
of charge to a full useable state of charge.
31. The method as defined in claim 1, further comprising
determining a travel path length in the second zone, determining a
state of charge of an energy storage device of the vehicle,
determining an expected hybrid propulsion distance based on the
useable state of charge, and comparing the expected hybrid
propulsion distance to the travel path length.
32. The method as defined in claim 1, further comprising charging
the energy storage device to a full useable state of charge in the
third zone prior to translating to the second zone.
33. The method as defined in claim 32, further comprising slowing
the vehicle using regenerative braking at a rate that is determined
by the energy uptake rate of the energy storage device and the
energy generating capacity of a regenerative braking system coupled
thereto.
34. The method as defined in claim 1, wherein the first operating
mode comprises operating an auxiliary electrical system in a first,
higher-energy consuming operating mode; and the second operating
mode comprises operating the auxiliary electrical system a second,
lower-energy consuming operating mode.
35. An electrically drivable vehicle, comprising: a controller
capable of switching an operating mode of a vehicle from a first
operating mode in a first zone to a second operating mode in a
second zone in response to the vehicle translating from the first
zone to the second zone, wherein the first zone has an associated
first characteristic and the second zone has an associated second
characteristic that differs from the first characteristic; and a
sensor communicating with the controller that is operable to
determine if the vehicle translates to and from the second
zone.
36. The vehicle as defined in claim 35, wherein the vehicle
comprises an energy storage device that can propel, or assist in
propelling, the vehicle in at least one mode of operation.
37. The vehicle as defined in claim 36, wherein the energy storage
device is not electrically coupled to an engine-driven
alternator.
38. The vehicle as defined in claim 35, wherein the vehicle does
not have an engine.
39. The vehicle as defined in claim 35, wherein the sensor is a
global positioning satellite sensor system or is an RFID component
that communicates with a corresponding RFID component that is at a
known location.
40. The vehicle as defined in claim 35, wherein the vehicle is a
diesel electric hybrid locomotive.
41. The vehicle as defined in claim 35, further comprising a fuel
cell that is operable to supply energy to an auxiliary electrical
system or an electrical vehicle accessory system.
42. The vehicle as defined in claim 35, further comprising a fuel
cell that is operable to supply energy to an energy storage device
to charge the energy storage device.
43. A system for use with an electrically driven vehicle,
comprising: means for identifying a first zone and a second zone,
and the first zone has an associated first characteristic and the
second zone has an associated second characteristic that differs
from the first characteristic; and means for switching an operating
mode of a vehicle from a first operating mode in the first zone to
a second operating mode in the second zone in response to the
vehicle translating from the first zone to the second zone.
44. A system having information correlating an amount of energy
used by a vehicle to an amount of fuel consumed by the vehicle or
an amount of emissions emitted by the vehicle, comprising: a
controller operable to determine at least one of a saved amount of
fuel or a reduced amount of emissions; and a sensor operable to
measure an amount of energy supplied by an energy storage device
and to communicate information about that amount to the controller,
wherein the controller determines the saved amount of fuel or the
reduced amount of emissions based on the amount of the energy
supplied by the energy storage device.
45. The system as defined in claim 44, wherein at least a portion
of the energy supplied by the energy storage device was provided to
the energy storage device by regenerative braking of the
vehicle.
46. The system as defined in claim 44, wherein the correlating
information refers to an engine only propelled vehicle that
consumes fuel and emits emissions, so that the amount of fuel saved
or emissions reduced is an amount referring to the instant vehicle
relative to the engine only propelled vehicle.
47. The system as defined in claim 44, wherein comprising a display
screen secured to the vehicle that displays the amount of fuel
consumed by the vehicle or an amount of emissions emitted by the
vehicle.
Description
BACKGROUND
[0001] 1. Technical Field
[0002] The invention includes embodiments that relate to method of
using the propulsion system. The invention includes embodiments
that relate to a vehicle and system.
[0003] 2. Discussion of Art
[0004] Hybrid propulsion systems have been developed to recover
some of the energy that would otherwise be wasted as heat during
dynamic braking. The recovery of this otherwise-wasted energy is
regenerative braking. Hybrid propulsion systems can use two
different energy sources: a heat engine and an energy storage unit.
The engine may burn fuel to produce mechanical work--an internal
combustion engine, a turbine engine, and a diesel engine are
examples. The energy storage unit may include an electrically
re-chargeable battery, an ultracapacitor, or a flywheel having a
high power density.
[0005] The hybrid propulsion systems can act with regard to
specific local events, such as a braking request or an acceleration
request. The hybrid propulsion systems do not have a general
awareness of the surrounding environment, and do not change
functionality based on that awareness. To the extent that any
vehicle can sense the environment, one hybrid vehicle monitors
ambient temperature and shuts down battery use at ambient
temperatures that would damage the batteries.
[0006] It may be desirable to have a propulsion system that
implements a method of operation that differs from those methods
currently available. It may be desirable to have a propulsion
system with properties and characteristics that differ from those
properties and characteristics of currently available propulsion
systems.
BRIEF DESCRIPTION
[0007] The invention includes embodiments that relate to method of
operating a vehicle having an electric drive. The method includes
defining a first zone and a second zone. The first zone has an
associated first characteristic, and the second zone has an
associated second characteristic that differs from the first
characteristic. The method further includes switching an operating
mode of a vehicle from a first operating mode in the first zone to
a second operating mode in the second zone in response to the
vehicle translating from the first zone to the second zone.
[0008] The invention includes embodiments that relate to an
electrically drivable vehicle. The vehicle can include a controller
capable of switching the operating mode of the vehicle from the
first operating mode in the first zone to the second operating mode
in the second zone in response to the vehicle translating from the
first zone to the second zone. The first zone has the associated
first characteristic and the second zone has the associated second
characteristic that allows the zones to differs from each other.
The vehicle further can include a sensor communicating with the
controller that can determine if the vehicle translates to and from
the second zone.
[0009] The invention includes embodiments that relate to a system
having information correlating an amount of electrical energy used
by a vehicle to an amount of fuel consumed by the vehicle or an
amount of emissions emitted by the vehicle. The system includes a
sensor and a controller. The sensor can measure the amount of
energy supplied by the energy storage device and can communicate
information about that energy amount to the controller. And, the
controller can use the correlation data and the measured amount of
the energy supplied by the energy storage device to determine a
saved amount of fuel or a reduced amount of emissions that would
have otherwise occurred had the energy come from an engine rather
than the energy storage device.
BRIEF DESCRIPTION OF DRAWINGS
[0010] FIG. 1 is a schematic block diagram of a method comprising
an embodiment according to the invention.
[0011] FIG. 2 is a schematic diagram illustrating a method
comprising an embodiment according to the invention.
DETAILED DESCRIPTION
[0012] The invention includes embodiments that relate to method of
operating a propulsion system. The invention includes embodiments
that relate to a vehicle having the propulsion system. The
invention includes embodiments that relate to the vehicle
propulsion system. The ability to change operating modes depending
on geographic locations may allow control of vehicle
characteristics, such as emissions, and may allow vehicle
operations having a reduced environmental impact in environmentally
sensitive regions.
[0013] As used herein, voltage refers to direct current (DC)
voltage unless context or language indicates otherwise. A prime
mover includes an engine and an electrical generator, e.g. a diesel
engine/alternator combination. Generally, an energy battery has a
ratio that presents more energy than power, whereas a power battery
has a greater power rating than energy rating.
[0014] With reference to FIG. 1, a method according to an
embodiment of the invention is shown. The method includes defining
zones of vehicle operation (block 100), and controlling the vehicle
operating mode with regard to the zone in which the vehicle is
located (block 110). Optionally, the method can include determining
that a zone translation or change is upcoming, and switching the
operating mode to prepare for the zone translation (block 120).
[0015] With regard to the zones, they include at least a first zone
and a second zone. The first zone has an associated first
characteristic and the second zone has an associated second
characteristic that differs from the first characteristic. As used
herein, the first zone is an area with relatively fewer
restrictions on operating parameters, and the second zone is an
area that has relative more concerns on operating parameters than
the first zone. While the zone differences are discussed further
hereinbelow, a mention here of one embodiment in which the first
zone is relatively not sensitive to emissions, and in which the
second zone is an environmentally sensitive region, may help
characterize the disclosure that follows.
[0016] The zones may have an interface or line separating them from
each other, or from an inter-disposed zone (discussed later as a
third zone). The first zone may be distinguished from the second
zone by a geo-fence. Other methods of defining or bounding the
first zone include identifying a geographical area. The
geographical limits may correspond to territorial rights, such as
state lines, county lines, country borders, and the like. Also, the
geographical limits may correspond to natural terrain features,
such as rivers, hills, and the like. Yet other methods of bounding
the zones include identification of certain features or
characteristics that can be associated with a location. For
example, the Los Angeles basin can be characterized as an
environmentally sensitive zone (first characteristic) that needs
less pollution and fewer vehicle emissions. Another example is an
area in which a tax scheme is in force (e.g., London, England) so
that emissions are tracked and taxed within a defined municipality.
The tax scheme, conversely, may supply a credit or benefit for
emissions reduction within a defined area (i.e., second zone).
[0017] The zones need not be static in some embodiments. If
emissions are more damaging during a particular time of day, one
may define a boundary of the first zone dynamically with reference
to a time of day. If noise is a concern in a noise-sensitive area,
the zones may be differentiated by those areas where the noise is a
concern and during those hours of the day in which the noise is
concern.
[0018] The same may be done dynamically with reference to a day of
a week. For example, if vehicle operations are to be near an area
where particulate is a concern while the local population is
exposed, then the zone may be defined to that area and during those
days of concern. If, for example, a beach is fully occupied on a
weekend, but not on a weekday, and particles are a concern when the
beach is fully occupied, then the zone can be near the beach during
the weekend.
[0019] With some planning, it is possible to identify yearly
patterns, such as national holidays during which behavior is
predictable. If so, then defining a boundary of the first zone
dynamically with reference to a day of a year is possible.
[0020] Because weather is closely monitored in most of the world,
the weather, climate or environment may be an environmental
indicator to define a zone. A method may then limit the first zone
dynamically by reference to the environmental indicator
corresponding to the zone. For example, if an ozone alert is called
for in an area and that alert is based on weather and climate
conditions, that alert may serve as an environmental
indicator--where, in one embodiment, an ozone-reduced operating
mode may be used as the second operating mode in the second zone.
Other suitable environmental indicator may include an ultraviolet
(UV) index, pollution index, ground level ozone content, ground
level NOx content, ground level SOx content, carbon dioxide
content, carbon monoxide content, wind speed, wind direction,
particulate matter content, or pollen count.
[0021] The first zone can be defined in absolute terms (e.g., a
state line), or in relative terms compared to the second zone
(e.g., a more restrictive tax scheme). For example, the first
characteristic can be, relative to the second characteristic, a tax
benefit or a reduction in one or more of tax liability based on one
or more of emissions, fuel consumption, or noise; emissions; fuel
consumption; or, noise. In an alternative embodiment, the first
characteristic is a topologically-based ability to regenerate an
energy storage device of the vehicle.
[0022] According to an embodiment of the invention, as the vehicle
passes or translates from one zone to another zone, a controller on
the vehicle recognizes that the translation is occurring (or about
to occur) and controls the vehicle to switch an operating mode of a
vehicle from a first operating mode in the first zone to a second
operating mode in the second zone. In one aspect, the geo-fence or
zone boundary is marked, and the operating mode switch is in
response to the vehicle translating from the first zone to the
second zone, or vice versa. Alternatively, a vehicle operator may
engage a manual toggle to initiate the switch in one
embodiment.
[0023] While operating in the first operating mode, the vehicle may
be used in a manner to accomplish at least one of: an increase in
battery life, an increase in battery charge, an increase in vehicle
speed, or an increase in fuel economy according to one embodiment.
In another embodiment, the first operating mode may include
optimizing vehicle performance outside of the second zone so that
upon entering the second zone at least one battery characteristic
is in a determined state for use in the second zone. Such battery
characteristics may include battery temperature or the battery
state of charge. Particularly, the battery state of charge refers
to the useable charge energy of the battery or bank of batteries.
In another embodiment, the vehicle may operating in the first zone
so that there is a reduction or elimination of discharge of an
energy storage device coupled to electrical drive motors of the
vehicle. Thus, the energy storage device devices (or batteries that
are included therein) are ready for use upon translation into the
second zone.
[0024] With reference to the second operating mode, the vehicle
operates in a manner to accomplish at least one of: an increased
tax benefit based on one or more of reduced emissions, reduced fuel
consumption, or reduced noise; decreased emissions; decreased fuel
consumption; or, a decreased tax liability based on one or more of
emissions, fuel consumption, or noise. Alternatively or
additionally, the vehicle in the second mode of operation may
operate so that the vehicle has decreased noise from an on-board
engine. In one illustrative embodiment, the vehicle can top off the
charge on an energy storage device having a bank of batteries in
the first zone on approach to the second zone and use a diesel
engine without regard to fuel efficiency, and after translating
into the second zone the diesel engine is shut down or idled and
the vehicle can be propelled by the energy storage device supplying
electricity to traction motors.
[0025] And, in one embodiment, the second zone may include a
topologically-based need for a regenerated energy storage device of
the vehicle. For example, the energy stored in the energy storage
device may be drawn out and used to supply an energy boost to climb
a hill.
[0026] The method may provide for the second operating mode to
include operating the vehicle by drawing stored energy from an
energy storage device of the vehicle. Alternatively, the second
operating mode comprises operating the vehicle by drawing energy
only from an energy storage device of the vehicle and not from an
engine of the vehicle. Suitable energy storage devices may include
batteries, fuel cells, fly wheels, ultracapacitors, combinations of
the foregoing, and the like. Suitable batteries may include energy
batteries, power batteries, or both energy and power batteries
where the energy to power ratio determines whether the battery is
one or the other. Suitable energy batteries may include high
temperature batteries, such as metal halide batteries,
aluminum-based batteries, and sodium sulfur batteries. Suitable
power batteries may include lithium bases, nickel metal hydride,
zinc matrix, lead acid, and the like.
[0027] In one embodiment, the second operating mode may include a
process of determining a compliant operating mode that is a mixture
of energy from an energy storage device of the vehicle and from an
engine of the vehicle. Once the proportion is determined, the
controller controls the engine to run in a manner that has at least
one of less noise, less emissions, or less of a taxable event
relative to only the first mode of operation.
[0028] The translation point, static or dynamically defined, may be
determined using a signal/sensor pair, a global positioning system,
or a calculation based on a known route and a distance or
time/speed measurements along the route. For the later, locomotives
having well-defined routes may be particularly amenable. A suitable
signal/sensor pair may include a radio frequency identification
(RFID) sensor and/or an RFID signal generator. The RFID may be
used, for example, so that a zone boundary (particularly when
static) has an RFID component located thereon. The corresponding
RFID part can be located on the vehicle. Depending on the
situation, it may be more economical to have the sensor or the
emitter on the vehicle, and the RFID tag can be either active or
passive as the application may warrant.
[0029] With reference to FIG. 2, another embodiment of the
invention includes defining a third zone having an associated third
characteristic. The method further includes switching the vehicle
to a third operating mode in the third zone in response to the
vehicle translating to the third zone from the first zone. The
schematic representation in FIG. 2 illustrates the zones in an
exemplary, but non-limiting, concentric arrangement--where the
first zone is outside of the second zone, and the third zone (or
charging zone) is shown therebetween. A depot 200 is a starting
point for a delivery truck 210 that winds on a route 212 through
each of the three zones. The first travel segment 220 shows an
operating mode in which speed and fuel consumption are balanced and
maximized. The second travel segment 222 shows an operating mode in
which the on-board energy batteries are charged up to a maximum
useable charge and the battery temperature is adjusted. The third
travel segment 224 shows an operating mode in which the engine is
shut down and the energy storage device supplies electricity to
traction motors to drive the vehicle to the destination 230, and
then after a stop to beyond the destination. The fourth travel
segment 232 shows an operating mode in which the engine is
restarted and the energy storage device is recharged.
[0030] The third zone is disposed adjacent to the second zone. The
third characteristic, used to define the metes and bounds of the
third zone, may include a calculated minimum travel length to take
an energy storage device on the vehicle from a current state of
charge to a full state of charge. The third zone can extend
directly outward from the boundary of the second zone; but, as the
travel path through the third zone can be skew, tortuous or
circuitous rather than linear and perpendicular the third zone need
not be as wide as the minimum length needed for the vehicle to
charge up the on-board batteries.
[0031] Another suitable third characteristic may include a
topographical feature biased for regenerative braking, such as a
downgrade. For the calculation of the minimum travel path, several
factors may be taken into account. These factors may include: the
amount of energy needed to traverse the second zone, the amount of
additional energy that may be taken up by the energy storage device
while in the second zone (by regenerative braking or by a plug-in
stop, for example), the time and/or distance to the outer boundary
of the second zone, the terrain or route conditions leading up to
and adjacent the second zone, the uptake rate of the energy storage
device, the energy output of the regenerative braking system, and
the like.
[0032] The method may include determining a current state of charge
of an energy storage device of the vehicle and determining a
minimum distance for regenerative braking to bring the energy
storage device from the current state of charge to a full useable
state of charge. Alternatively or additionally, the method may
include adjusting a route of the vehicle so that a travel path of
the vehicle in the third zone is of sufficient length to charge an
energy storage device of the vehicle to a full useable charge
state. In one embodiment, the travel path through the third zone is
adjusted to take advantage of a down grade, during which
regenerative braking is used to charge the energy storage device.
The method can further include determining the projected travel
path length in the second zone, determining a state of charge of an
energy storage device of the vehicle, determining an expected
hybrid propulsion distance based on the useable state of charge,
and comparing the expected hybrid propulsion distance to the travel
path length. If the distance that the battery charge can carry the
vehicle is further than the expected distance in the second zone,
then the control system can just monitor the battery state and
there is no need to top off the energy stored in the energy storage
device. But, if the energy in the energy storage device appears
insufficient, the controller can begin a process of charging up the
energy storage device. Suitable charging regimes can include
re-routing to a down grade to use regenerative braking, applying an
opposing torque on the hybrid axels so that the engine indirectly
charges the energy storage device "through the road" where the
engine supplies more propulsive power than is needed for propulsion
and the hybrid axels simultaneously brake to re-charge, or the
energy storage device communicates with the alternator to charge
directly therefrom. Using one of the foregoing methods, it is
possible to charge the energy storage device to a full useable
state of charge in the third zone prior to translating to the
second zone.
[0033] To optimize the recharging process, the regenerative braking
may take into account a component limiting factor. For example, the
energy storage device may have an energy uptake of a particular
rate. The method, then, may slow the vehicle using regenerative
braking at a rate that is determined by the energy uptake rate of
the energy storage device or, as another example, the energy
generating capacity of a regenerative braking system coupled
thereto.
[0034] In one embodiment, the first operating mode includes
operating an auxiliary electrical system in a first, higher-energy
consuming operating mode. The second operating mode can include
operating the auxiliary electrical system a second, lower-energy
consuming operating mode. In this manner, it may be possible to use
larger amounts of electrical energy where there is an abundance,
and when there is a finite supply (for example, a finite battery
capacity) change to a reduced electrical consumption operating
mode. This may allow more electrical energy to be directed to
propulsive effort in the second zone.
[0035] Methods according to the present invention may be
implemented by an electrically drivable vehicle. The vehicle may
include at least a controller and a sensor. The controller can
switch an operating mode of the vehicle from a first operating mode
in a first zone to a second operating mode in a second zone. The
mode switch may be in response to the vehicle translating from the
first zone to the second zone. The sensor communicates with the
controller, and informs the controller if the vehicle translates to
and from the second zone. The vehicle may include an energy storage
device that can propel, or assist in propelling, the vehicle in at
least one mode of operation. In one embodiment, the energy storage
device is not electrically coupled to an engine-driven alternator.
An example may include a hybrid locomotive where two of the six
traction motors are decoupled from the DC link and re-routed to the
energy storage device. Alternatively, the vehicle may be a plug-in
hybrid and not have an engine. In an illustrative embodiment, the
vehicle is a diesel electric hybrid locomotive. Other suitable
vehicles may include off-highway vehicles, marine vehicles, busses,
vans, tractor-trailer rigs, and passenger vehicles. Each vehicle
type, naturally, has differing needs and requirements associated
therewith--such as voltage requirements, emissions regulations,
maintenance needs, and travel patterns.
[0036] In one embodiment, the vehicle may further include a fuel
cell that is operable to supply energy to an auxiliary electrical
system or an electrical vehicle accessory system. The fuel cell may
be electrically coupled directly to the energy storage device, or
may be routed through a boost converter. Alternatively, the fuel
cell may be coupled to a traction drive motor so that the fuel cell
energy may supplement the propulsive effort of the vehicle, as
needed or desired.
[0037] In another embodiment, a system is provided that has
information correlating an amount of energy used by a vehicle to an
amount of fuel consumed by the vehicle or an amount of emissions
emitted by the vehicle. That is, based on an amount of electrical
energy used to drive propulsive motors, the information correlates
that energy amount to an amount of fuel needed to generate that
amount of energy either by an on-board engine or by an engine in
another vehicle. The system includes a controller and a sensor. The
sensor can measure either an amount of energy supplied by an energy
storage device, or an amount of energy consumed by a propulsive
traction motor. The sensor can communicate information about that
supplied or consumed energy amount to the controller. The
controller can determine, based on the correlation data, a saved
amount of fuel or a reduced amount of emissions based on the amount
of the energy supplied by the energy storage device or consumed by
the traction motor.
[0038] Optionally, in the system, at least a portion of the energy
supplied by the energy storage device was provided to the energy
storage device by regenerative braking of the vehicle. The
correlating information can refer to an engine only propelled
vehicle that consumes fuel and emits emissions, so that the amount
of fuel saved or emissions reduced is an amount referring to the
instant vehicle relative to the engine only propelled vehicle. A
display screen can be secured to the vehicle that displays the
amount of fuel not consumed by the vehicle or an amount of
emissions not emitted by the vehicle, relative to operation of that
vehicle, or another like vehicle, not operating in a particular
fuel or emissions saving mode.
[0039] A vehicle having a control system that can implement a
method according to an embodiment of the invention may have a
distributed energy storage system. A prime mover supplies
electrical power to first or conventional traction drives, while
the remaining second or hybrid traction drives are electrically
powered via one or more energy storage devices. During periods of
extended high motive power operation when the energy stored in the
energy storage unit is sufficiently depleted, the controller may
allow power from the prime mover to be used in the propulsion
drives that were initially powered from the energy storage
units.
[0040] During braking events, where a traction drive torque command
is in the opposite polarity as required for traction drive
operation in a motoring mode, a portion of the regenerative braking
energy may be captured in the energy storage units, this is
"through the road" charging of the energy storage device. High
power regenerative braking energy can be captured in the energy
storage system until a determined charge or voltage limit is
attained. Then, the energy can be dissipated in a conventional
dynamic brake grid as waste heat. Likewise, during extended periods
of operation at high motive power when the energy storage unit
depletes, the power control apparatus directs the prime mover to
supply power using energy from the on-board engine. Selection of
the electrical configuration provides that the system can propel
the vehicle at relatively lower speeds and potentially high torques
by using the second traction drive system, and the system can
propel the vehicle at relatively higher speeds and moderate torques
by using at least the first traction drive system. Particularly, at
higher speeds or under heavy load conditions (heavy haul, high
speed, or steep grade) energy can be pulled out of the energy
storage device to power the second traction drive system in
conjunction with the motive power supplied by the first traction
drive system.
[0041] The auxiliary electrical system may be electrically
connected to the energy storage device. The auxiliary electrical
system can supplement a prime auxiliary electrical system by
supplying electrical energy to the prime auxiliary electrical
system, especially during periods when regenerative energy is
extracted from the traction drive systems. The auxiliary electrical
system can supplement the prime auxiliary electrical system by
supplying electrical energy to some subcomponents while the prime
auxiliary electrical system supplies electrical energy to other
subcomponents. One example is that the auxiliary electrical system
can operate critical auxiliary components while the prime auxiliary
electrical system is disabled or shutdown to eliminate noise or
emissions, or to reduce fuel consumption by the engine.
[0042] Output voltage from the engine driven alternator may be
controlled based on vehicle speed, traction torque, and load.
Depending on energy storage device and load, propelling an
electrically driven vehicle at a first, slower speed and
potentially high torque, can be performed using the second electric
motor alone, i.e. Electric Vehicle mode (EV), or in combination
with the engine-driven alternator to a first electric motor, i.e.
Hybrid Electric Vehicle Mode (HEV). Of note is that differing
voltages may be implicated by different end uses. Passenger cars
and light duty trucks may utilize a voltage of about 200 volts to
about 400 volts; medium duty trucks, vans, and busses may utilize a
voltage of about 500 to about 650 volts; and locomotives may use
voltages of up to about 1400 volts.
[0043] In one embodiment, the control system can initiate a braking
event calling for an amount of a required braking power. The first
available braking power can be based on a component limiting factor
determined by at least one of: power capacity of the first traction
motor, electrical uptake capacity of the energy storage device,
electrical rating capacity of an electronic inverter, or electrical
rating capacity of a power switch. The first available braking
power is compared to the required braking power. The required
braking power can be first met with the first available braking
power. The first available braking power can be supplemented with a
second available braking power if the first available braking power
is insufficient to meet the required braking power. The second
available braking power can be based on at least a capacity of a
dynamic braking grid resistor array coupled the second traction
motor.
[0044] In one embodiment, the method may further include charging
the energy storage device by converting mechanical energy during a
braking mode of operation of the second electric motor to
electrical energy. An operating mode may be selected for use in
which a greater than full motive power propels the vehicle relative
to another operating mode in which power from a prime mover
combines with energy supplied from one or more energy storage
devices. Alternatively, an operating mode may be selected in which
all of the propulsive power supplied to one or more traction motors
is energy supplied from one or more energy storage devices. Another
operating mode is provided in which all propulsive power supplied
to one traction motor is energy supplied from one or more energy
storage devices, and in which all propulsive power supplied to
another traction motor is energy supplied from an alternator.
[0045] Another method according to embodiments of the invention may
include initiating a braking event calling for an amount of a
required braking power. A first available braking power may be
determined based on a component limiting factor determined by at
least one of: power capacity of an electric motor, electrical
uptake capacity of an energy storage device, electrical rating
capacity of an electronic inverter, or electrical rating capacity
of a power switch; and comparing the first available braking power
to the required braking power. The required braking power may be
supplied first with the first available braking power. As needed,
the first available braking power can be supplemented with a second
available braking power. The second available braking power is
based on at least a capacity of a dynamic braking grid resistor
array coupled thereto. Optionally, the energy storage device can
include an energy battery, and a power battery that has a
relatively faster uptake of energy than the energy storage battery.
The regeneratively captured energy can be routed to the power
device with or without routing to the energy battery. From there,
the energy can be fed from the power battery to the energy battery
at a rate of uptake that the energy battery can handle.
[0046] While examples were given with some reference to
locomotives, the propulsion system may be useful in other vehicle
types. Other suitable vehicles may include passenger vehicles;
medium or light duty vans and trucks; busses and heavy duty trucks
and construction equipment; off-highway vehicles (OHV); and boats,
ships and submarines.
[0047] The embodiments described herein are examples of structures,
systems and methods having elements corresponding to the elements
of the invention recited in the claims. This written description
may enable those of ordinary skill in the art to make and use
embodiments having alternative elements that likewise correspond to
the elements of the invention recited in the claims. The scope of
the invention thus includes structures, systems and methods that do
not differ from the literal language of the claims, and further
includes other structures, systems and methods with insubstantial
differences from the literal language of the claims. While only
certain features and embodiments have been illustrated and
described herein, many modifications and changes may occur to one
of ordinary skill in the relevant art. The appended claims cover
all such modifications and changes.
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