Patent Application
20230383703
This disclosure relates to multifuel storage, fill, and delivery for fuel-agnostic (FA) engines, generators, and other related applications.
Traditional vehicles, engines, and power generation systems tend to operate on a single fuel or include separate systems in which either a first system (e.g., a fuel-based system) supplies power or a separate system (e.g., an electric (battery) system supplies power.
Embodiments of a multi-fuel system include a fuel-agnostic (FA) engine and/or generator that is able to produce mechanical and electrical power from the fuel energy content in a variety of fuels.
Multi-fuel storage, fill, and delivery solutions enable the use of a variety of fuels in the FA engine, generator, and/or other related applications. It is advantageous to utilize the described systems and methods in this regard.
In certain embodiments, multi-fuel systems may include different storage tanks that separate and manage the fuels independently for both fill and metering to the FA engine and/or generators. This may allow vehicles to operate on certain fuels, such as hydrogen, in certain areas, such as zero-emission vehicle (ZEV) zones or ultra-low emission zones, and operate the same engine using other fuels in areas outside of ZEV zones or ultra-low emission zones when zero or ultra-low emissions are not required.
In certain embodiments, multi-fuel systems may include a combination tank system designed to accommodate multiple fuels with different physical fill features and/or properties. This mixed fuel storage allows the operator to fill a tank with a variety of gaseous fuels depending on availability, price, preference, etc. Fuel tanks would be of the proper pressure rating and materials for pure and/or mixed gas usage.
Embodiments of a multi-fuel system allow maximum utilization of available or preferred fuel. Embodiments of a multi-fuel system allow each tank in a plurality of tanks to be filled with one or more fuels instead of individual tanks carrying a single, specific fuel (which limits the amount of specific fuel filling/dispensing). Embodiments of a multi-fuel system may also determine the volumetric energy content of the mixed gaseous fuel, which is as advantageous for travel distance calculation.
A contact switch, or flow switch, may indicate which fill port is being used. With a known volume of the fuel storage tanks (V=constant) and the known energy content of the incoming fuel, a fuel controller can utilize the Ideal Gas Law and Law of Partial Pressures to calculate the new energy content knowing the starting Pressure and Temperature (P1, T1) and the ending Pressure and Temperature (P2, T2). This allows a clear knowledge and indication of the stored energy content. Density, viscosity, and other gaseous properties may also be calculated. Along with knowing the energy content, and gas mixture properties, mixing for desired air/fuel ratio (i.e. Lamda) for proper and efficient combustion may be achieved.
Embodiments of a multi-fuel system may also be implemented to determine the volumetric energy content of the mixed gaseous fuel. A portion of a fuel gas mixture may be passed through a flow switch or other metering/measurement device, such as a Coriolis meter, which provides volumetric flow and density at a determined pressure and temperature. A metered amount of a fuel (including a mixed fuel) may be combusted with a proportioned/metered amount of air, resulting in a burning temperature that can be measured with a thermocouple. The burn temperature may be referenced from the temperature of inlet gasses (fuel and air) to determine a temperature rise. These readings of flows, density, and temperatures allow calculations for the determination of mixed fuel-gas energy content.
Fuel energy content information may be passed to energy conversion devices (i.e., engines and/or generators) so optimized burn, combustion, electrochemical conversion, etc. can be optimized.
Furthermore, knowledge of the pressure, temperature, volume, and energy content allows better accuracy for predicting travel distance. For example, a low-energy fuel may show a certain tank pressure, but this low-energy fuel may not be able to support vehicle travel distance that a higher-energy fuel would afford. Even higher accuracy distance estimation capability may be made when coupled with “look-ahead” travel path technology. This “look-ahead” also accounts for efficiency, road grade, speed, distance, and other attributes.
Multi-fuel systems may comprise at least one fuel tank, a first fuel receptacle configured to accept a first fuel, at least a second fuel receptacle configured to accept a second fuel, at least one sensor configured to detect fuel filling specific to each respective fuel receptacle, at least one sensor configured to detect a quantity of the first fuel or the second fuel, a fuel-agnostic engine configured to selectively burn one or more of the first fuel and the second fuel and a fuel controller. The fuel controller comprises a processor that executes instructions to determine an energy content of the first fuel in the at least one fuel tank, determine an energy content of the second fuel in the at least one fuel tank, determine a mass property of the first fuel in the at least one fuel tank from the sensed fuel fill, determine a mass property of the second fuel in the at least one fuel tank from the sensed fuel fill and determine fuel proportions of the first fuel and the second fuel in the at least one fuel tank based on the energy content and the mass property of the first fuel and the energy content and mass properties of the second fuel in the at least one fuel tank.
In some embodiments, a first tank of the at least one fuel tank stores a mixture of the first fuel and the second fuel, and a second fuel tank of the at least one fuel tank stores a single fuel. The processor executes the instructions to determine the fuel proportions of the first fuel and the second fuel in the first fuel tank based on the energy content and the mass property of the first fuel and the energy content and mass properties of the second fuel in the first fuel tank and determine a quantity of the single fuel in the second fuel tank.
In some embodiments, a multi-fuel system comprises a flow switch configured to measure the flow rate of the first fuel or the second fuel into the at least one tank, wherein the processor executes the instructions to determine one or more of the energy content and the mass property for the first fuel based on a measured flow rate of the first fuel through the flow switch.
In some embodiments, a multi-fuel system comprises a make switch coupled to the first fuel receptacle, wherein the make switch is configured to communicate a signal to the processor when an external fuel source is connected to the first fuel receptacle. The processor executes the instructions to determine the first fuel is being added and determine one or more of the energy content and the mass property for the first fuel based on a measured flow rate of the first fuel through the flow switch.
A method for fueling a vehicle may comprise a fuel controller getting values for a set of tank parameters for each tank corresponding to the fuel type, determining a composition (including characteristics) of the fuel in the tank, and preparing for receiving fuel, which may include opening or closing one or more check valves and shut-off valves, performing a set of pre-fill checks, communicating with a check valve corresponding to the fuel to open to receive the fuel, updating fuel characteristics including gas energy content and properties and updating fuel composition.
In some embodiments, the fuel controller also communicates with a set of sensors to monitor for any fuel fill safety faults, communicates with a fuel pressure sensor to determine if the present fuel pressure is below a maximum fuel pressure, determines if a command is received indicating the fuel filling process should end. If any fuel fill safety faults are detected, the fuel controller sends a report indicating any faults.
A method for fueling a vehicle may comprise a fuel controller getting fuel characteristics of the fuel in each tank of a plurality of tanks, determining target values for operating parameters of a vehicle over a route, determining predicted values for operating parameters of an engine over the route using a first fuel and comparing the predicted values with the target values to determine if the vehicle can meet a set of operating requirements using only the first fuel over the route. If the fuel controller determines the vehicle cannot use only one fuel to meet all the operating requirements for travel over a route, the fuel controller may identify one or more segments of the route for using a second fuel to supply to the engine. If the fuel controller determines the vehicle operating with the engine supplied with first fuel and/or second fuel on each segment cannot meet all the requirements, the fuel controller may determine the vehicle needs to add one or more of the first fuel and the second fuel. The fuel controller communicates with fuel pressure sensors, fuel temperature sensors, forward pressure regulators, and flow control valves to supply one of the two (or more) fuels to the engine according to a performance plan.
Some embodiments may be communicatively coupled over a network to a route planning server configured to get route data and devise/calculate a performance plan. A performance plan comprises target values for a set of operating parameters for the engine, the M/G, the battery system, and the multi-fuel system to minimize the operating cost of the vehicle over the route, minimize the environmental impact of the vehicle over the route, maximize power or extend a service life for the vehicle. A performance plan may be sent before the start of a route and updated performance plans may be sent in real-time to adjust for weather, traffic, a change in the route, or the vehicle performance being less than expected.
For a more complete understanding of the present invention and its features and advantages, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which:
In the following description, details are set forth by way of example to facilitate discussion of the disclosed subject matter. It should be apparent to a person of ordinary skill in the field, however, that the disclosed embodiments are exemplary and not exhaustive of all possible embodiments.
Particular embodiments may be best understood by reference to
Embodiments may form part of a vehicle, such as a hybrid electric truck or a hybrid electric truck-trailer combination, or fully electric truck, or a fully electric truck/trailer combination as disclosed herein. Referring to
As depicted in
A fuel control system controls the flow of fuel stored in tanks 18 through forward pressure regulators 24 and flow control valve 26 to an optional mixing manifold 226 for supplying fuel to engine 30. In some embodiments, engine 30 may be an internal combustion engine including a generator or a fuel-agnostic generator, capable of operating on various fuel types including liquid and gaseous fuels. Fuel controller 32 may communicate with check valves 14, the shut-off valve 16, fuel pressure sensors 20, fuel temperature sensors 22, forward pressure regulators 24, the flow control valve 26, and engine 30 to determine what fuels are in tanks 18 and how much fuel is in each tank 18, and supply engine 30 with a fuel from one or more tanks 18 based on a performance plan (discussed in more detail below). As depicted in
Embodiments of multi-fuel system 100 may store and supply multiple different types of fuels in tanks 18. For example, fuel receptacle 12-1, check valve 14-1, the shut-off valve 16-1, tanks 18-1 and 18-2, fuel pressure sensor 20-1, fuel temperature sensor 22-1, forward pressure regulator 24-1 and flow control valve 26-1 may be configured to receive, store and supply a first fuel (e.g., hydrogen) and fuel receptacle 12-2, check valve 14-2, the shut-off valve 16-2, fuel tank 18-2 fuel pressure sensor 20-2, fuel temperature sensor 22-2, forward pressure regulator 24-2 and flow control valve 26-2 may be configured to receive, store and supply a second fuel (e.g., compressed natural gas CNG). However, it will be appreciated that any mix of tank/fuel combinations may be used in a multi-fuel system 100.
Referring to
Multi-fuel system 200 further comprises valves (which may include check valves 14 and/or shut-off valves 16) between each fuel receptacle 12 or fuel fill manifold 10 and a tank 18 of a plurality of tanks 18. As depicted in
In some embodiments, multi-fuel system 200 comprises switches 206. Switches 206 can indicate to fuel controller 32 (discussed below) which fuel receptacle 12 is being used with an associated fuel. Each switch 206 may be a make switch configured to when an external fuel source is connected to a corresponding fuel receptacle 12 (e.g., the first switch 206-1 may be a make switch configured to indicate when an external fuel source is connected to fuel receptacle 12-1, the second switch 206-2 may be a make switch configured to indicate when an external fuel source is connected to fuel receptacle 12-2, etc.).
In some embodiments, multi-fuel system 200 comprises one or more flow switches 208. In some embodiments, flow switches 208 may be configured to allow fueling at a certain rate or may measure the flow rate of a fuel during a fuel fill. In some embodiments, flow switches 208 comprise flow meters for determining how much fuel is added to one or more tanks 18.
Fuel is stored in one or more tanks 18 of a plurality of tanks 18, wherein each tank 18 may be configured for storing a variety of different fuels or a single fuel. Each tank 18 may have a set of sensors including fuel pressure sensor 20 and fuel temperature sensor 22.
Fuel stored in tanks 18 may be supplied independently (as a single fuel, for example, in tank 18-2) or combined (as a mixed fuel, for example in tank 18-2 and/or tank 18-3) to engine 30. Fuel stored in tanks 18 may flow through forward pressure regulators 24 and flow control valves 26 to engine 30. In some embodiments, engine 30 may be an internal combustion engine, a generator, or a fuel-agnostic generator capable of operating on various fuel types.
Fuel controller 32 may control whether a single fuel or a mixture of two or more fuels is supplied to engine 30. To do this, fuel controller 32 may know what fuels are in each tank 18.
During fueling, fuel controller 32 may communicate with pressure sensors 20 and temperature sensors 22 to determine a starting pressure (P1) and starting temperature (T1) for each tank 18. Fuel controller 32 may communicate with one or more of fuel switches 206 to determine when fueling begins, including what fuel is being added. Fuel controller 32 may communicate with flow switches 208 to determine a flow rate of the fuel being added. Fuel controller 32 may communicate with one or more check valves 14 and/or shut-off valves 16 to determine what tanks 18 the fuel is being routed for storage. As the fuel is being added, fuel controller 32 may communicate with pressure sensors 20 and temperature sensors 22 to determine an ending pressure (P2) and ending temperature (T2) for each tank 18.
With a known volume (V=constant) of each tank 18 along with the starting pressure (P1), the starting temperature (T1), the ending pressure (P2) and the ending temperature (T2) and the known energy content of the incoming fuel, fuel controller 32 can utilize the Ideal Gas Law and Law of Partial Pressures to calculate the energy content of fuel added to one or more tanks 18. The calculated energy content of the added fuel can be added to a stored value for the energy content of fuels already stored in tanks 18 to determine the total energy content of fuels stored in tanks 18. Fuel controller 32 may also calculate density, viscosity, and other gaseous properties through this process. With a known energy content and gas mixture properties, fuel controller 32 can communicate with fuel pressure regulators 24 and flow control valves 26 to route a single fuel or mix fuels for a desired air/fuel ratio (e.g., Lambda) for engine 30. In some embodiments, fuel controller 32 can communicate with fuel pressure regulators 24 and flow control valves 26 to route one or more fuels to the mixing manifold 28 for supplying a mixed fuel to engine 30.
In some embodiments, engine 30 may be an internal combustion engine, a generator, or a fuel-agnostic generator, capable of operating on various fuel types.
As depicted in
Multi-fuel system 300 further comprises valves (which may include check valves 14 and/or shut-off valve 16) between each fuel receptacle 12 or fuel fill manifold 10 and a plurality of tanks 18.
If a first fuel (e.g., hydrogen) is to be added to tanks 18, check valve 14-1 and shut-off valve 16 may be opened, and check valve 14-2 may be closed to route the first fuel to tanks 18 storing two or more fuels as a mixed fuel. If a second fuel (e.g., CNG) is to be added to tanks 18, check valve 14-2 and shutoff valve 16 may be opened and check valve 14-1 may be closed to route the second fuel to flow into tanks 18. In some embodiments, shut-off valves 16 may be solenoid valves.
In some embodiments, multi-fuel system 300 comprises switches 206. Switches 206 can indicate to fuel controller 32 (discussed below) which fuel receptacle 12 is being used with an associated gas. Each switch 206 may be a make switch configured to when an external fuel source is connected to a corresponding fuel receptacle 12 (e.g., the first switch 206-1 may be a make switch configured to indicate when an external fuel source is connected to fuel receptacle 12-1, the second switch 206-2 may be a make switch configured to indicate when an external fuel source is connected to fuel receptacle 12-2, etc.).
In some embodiments, multi-fuel system 300 comprises one or more flow switches 208. Flow switches 208 may be configured to allow fueling at a certain rate or may measure the flow rate of a fuel. In some embodiments, flow switches 208 comprise flow meters for determining the rate at which fuel is being added to tanks 18.
Fuel is stored in one or more tanks 18 of a plurality of tanks 18, wherein each tank 18 may be configured for storing a variety of different fuels as a single fuel or as a mixed fuel of two or more fuels. Each tank 18 may have a set of sensors including fuel pressure sensor 20 and fuel temperature sensor 22.
Fuel stored in tanks 18 may flow through forward pressure regulators 24 and flow control valves 26 to engine 30. In some embodiments, engine 30 may be an internal combustion engine, a generator, or a fuel-agnostic generator capable of operating on various fuel types.
Fuel controller 32 may control whether a single fuel or a mixture of two or more fuels is supplied to engine 30. Fuel controller 32 may communicate with pressure sensors 20 and temperature sensors 22 to determine a starting pressure (P1) and starting temperature (T1) for each tank 18. Fuel controller 32 may communicate with one or more fuel switches 206 to determine when fueling begins, including what fuel is being added. Fuel controller 32 may communicate with one or more flow switches 208 to determine the flow rate of the fuel being added. Fuel controller 32 may communicate with one or more of valves 14, 16 to determine what tanks 18 the fuel is being routed for storage. As the fuel is being added, fuel controller 32 may communicate with pressure sensors 20 and temperature sensors 22 to determine an ending pressure (P2) and ending temperature (T2) for each tank. With a known volume (V=constant) of tanks 18, the starting pressure (P1), the starting temperature (T1), the ending pressure (P2) and the ending temperature (T2), and the known energy content of the incoming fuel, fuel controller 32 can utilize the Ideal Gas Law and Law of Partial Pressures to calculate the energy content of added fuel inside tanks 18. The calculated energy content of the added fuel can be added to a stored value for the energy content of fuels already stored in tanks 18 to determine the total energy content of fuels stored in tanks 18. Fuel controller 32 may also calculate density, viscosity, and other gaseous properties through this process. With a known energy content and gas mixture properties, fuel controller 32 can communicate with fuel pressure regulators 24 and flow control valves 26 to route a single fuel or mix fuels for a desired air/fuel ratio (e.g., Lambda) for engine 30. In some embodiments, fuel controller 32 may communicate with fuel pressure regulators 24 and flow control valves 26 to route one or more fuels to mixing manifold 226 for supplying a mixed fuel to engine 30.
In some embodiments, engine 30 may be an internal combustion engine, a generator, or a fuel-agnostic generator, capable of operating on various fuel types.
At step 402, fuel controller 32 gets values for a set of tank parameters for each tank 18 corresponding to the fuel type. Values for the set of tank parameters may include constants, such as the tank volume and a maximum fuel pressure, and may include variables, such as a maximum fuel pressure based on an ambient temperature or a fuel temperature. Fuel controller 32 may communicate with fuel pressure sensor 20 to determine a starting fuel pressure (P1) and communicate with fuel temperature sensor 22 to determine a starting fuel temperature (T1).
At step 404, fuel controller 32 determines a composition (including characteristics) of the fuel in the tank 18. In some scenarios, a tank 18 may contain a single fuel (e.g., hydrogen) with a defined composition and properties. In other scenarios, a tank 18 may contain a fuel mixture, wherein fuel controller 32 may calculate a fuel composition or may refer to data structures stored in memory to determine the composition of the fuel mixture. Fuel controller 32 may determine the fuel composition by communicating with memory storing values for the fuel composition or may calculate the fuel composition. Characteristics may include, for example, a maximum fuel pressure, a minimum fuel pressure, and a maximum rate at which the fuel may flow into tank 18, for example.
At step 406, fuel controller 32 prepares for receiving fuel, which may include opening or closing one or more check valves 14 and shut-off valves 16. Fuel controller 32 may communicate with switches 206 to determine if an external fuel source is connected to a fuel receptacle 12 and communicate with flow switches 208 to begin measuring the rate at which fuel flows to tanks 18, for example. Fuel controller 32 may communicate with other components of the drivetrain on vehicle 40 to prepare for receiving fuel. For example, fuel controller 32 may communicate with a battery system to ensure the battery system supplies electric power to components of multi-fuel system 100, 200 or 300 during the fuel filling process.
At step 408, fuel controller 32 performs a set of pre-fill checks. Pre-fill checks may include determining an ambient air temperature and calculating a temperature-based maximum fuel pressure based on the ambient air temperature. In some embodiments, pre-fill checks may include communicating with tank pressure sensor 20 and tank temperature sensor 22 to determine a starting fuel pressure (P1) and a starting fuel temperature (T1) and calculating a temperature-based maximum fuel pressure based on the fuel temperature.
At step 410, fuel controller 32 communicates with a check valve 14 corresponding to the fuel to open to receive the fuel. In some embodiments, fuel controller 32 communicates with a shut-off valve 16 corresponding to the fuel to open to receive the fuel.
At step 412, fuel controller 32 communicates with a set of sensors to monitor for any fuel fill safety faults. For example, fuel controller 32 may communicate with fuel pressure sensor 20 to ensure the fuel pressure is above a minimum fuel pressure needed to receive the fuel.
At step 414, fuel controller 32 communicates with fuel pressure sensor 20 to determine if the present fuel pressure is below a maximum fuel pressure. A maximum fuel pressure may be the absolute maximum fuel pressure or the temperature-based maximum fuel pressure that tank 18 can hold.
At step 416, fuel controller 32 determines if a command is received indicating the fuel filling process should end. An operator might not want to fill tank 18 to a maximum fuel pressure each time fuel is added. In some embodiments, fuel controller 32 receives a signal (or stops receiving a signal) from switches 206, indicating an external source of fuel is going to be disconnected from fuel receptacle 204.
At step 418, if any fuel fill safety faults are detected, fuel controller 32 sends a report indicating any faults detected during the filling process.
At step 420, fuel controller 32 communicates with check valve 14 and shut-off valve 16 to close. For example, if any sensors detect fuel fill safety faults (e.g., fuel pressure sensor 20 indicates fuel in tank 18 is at a maximum fuel pressure, or fuel controller 32 receives a signal indicating the fuel filling process should end, fuel controller 32 communicates with check valve 14 and shut-off valve 16 to close. Fuel controller 32 may communicate with flow switches 208 to stop measuring flow rate.
At step 422, fuel controller 32 updates fuel characteristics including gas energy content and properties. Updating fuel characteristics may include determining an ending pressure (P2) and an ending temperature (T2) in one or more tanks 18 and utilizing the Ideal Gas Law and Law of Partial Pressures to calculate the energy content of added fuel inside tanks 18.
At step 424, fuel controller 32 updates fuel composition. If tank 18 contains a single fuel, fuel controller 32 may simply add the amount of added fuel to the previous amount of fuel. If tank 18 contains a mixture of two fuels, fuel controller 32 may calculate the fuel composition, including determining any changes in properties. Updating fuel composition may include updating a cost of fuel in tank 18.
When vehicle 40 is operating with engine 30 generating power, embodiments of the multi-fuel system 100, 200, or 300 may supply fuel from one or more tanks 18 to engine 30.
At step 502, fuel controller 32 gets fuel characteristics of the fuel in each tank 18 of a plurality of tanks 18.
At step 504, fuel controller 32 determines target values for the operating parameters of vehicle 40 over a route. In some embodiments, fuel controller 32 determines target values for operating parameters of vehicle 40 based on a performance plan, discussed in more detail below.
At step 506, fuel controller 32 determines predicted values for operating parameters of engine 30 over the route using a first fuel. In some embodiments, fuel controller 32 determines predicted values for operating parameters of engine 30 based on a performance plan, discussed in more detail below.
At step 508, fuel controller 32 compares the predicted values with the target values to determine if vehicle 40 can meet a set of operating requirements using only the first fuel over the route. For example, an operating requirement may be that a fuel cost for engine 30 is below a threshold amount or a threshold rate. As another example, an operating requirement may be that vehicle 40 emits zero emissions over a segment of the route. Other examples include vehicle 40 is able to travel a minimum distance, that a battery system in vehicle 40 has a minimum state of charge (SOC) at an end of a segment or an end of the route, and/or that an amount of a first fuel and/or a second fuel is above a minimum fuel amount.
At step 510, if fuel controller 32 determines that vehicle 40 can travel over the route using only one fuel and meet all the operating requirements for the vehicle 40, fuel controller 32 may communicate with fuel pressure sensor 20, fuel temperature sensor 22, forward pressure regulator 24 and flow control valve 26 to supply only one fuel to engine 30 over all the segments of the route. Fuel controller 32 communicates with engine 30 to monitor values for operating parameters of engine 30 including operating efficiency and engine output power. Sensors on engine 30 may monitor performance of engine 30 and communicate signals to fuel controller 32 to adjust the fuel flow rate or fuel pressure to adjust the performance of engine 30 to meet the operating requirements of vehicle 40.
At step 512, if fuel controller 32 determines vehicle 40 cannot use only one fuel to meet all the operating requirements for travel over a route, fuel controller 32 may identify one or more segments of the route for using a second fuel to supply to engine 30.
At step 514, fuel controller 32 determines if vehicle 40 operating with engine 30 supplied with either the first fuel or the second fuel on each segment of the route can meet all the operating requirements for the route.
At step 516, if fuel controller 32 determines vehicle 40 operating with engine 30 supplied with first fuel and/or second fuel on each segment cannot meet all the requirements, fuel controller 32 may determine vehicle 40 needs to add one or more of the first fuel and the second fuel. Fuel controller 32 may determine when and where to add fuel, including what type of fuel and how much.
At step 518, fuel controller 32 communicates with fuel pressure sensors 20, fuel temperature sensors 22, forward pressure regulators 24 and flow control valves 26 to supply one of the two (or more) fuels to engine 30. Fuel controller 32 may communicate with engine 30 to determine values for the operating parameters of engine 30 including operating efficiency and engine output power and adjust the first fuel flow rate or first fuel pressure for a first set of segments and adjust the second fuel flow rate or the second fuel pressure for a second set of segments.
Fuel controller 32 on vehicle 40 may communicate with engine 30 and other systems on vehicle 40 to collect present drivetrain configuration information including values for operating parameters and determine a performance plan with a set of drivetrain configuration instructions including target values for one or more operating parameters of the vehicle 40 for a route. In some embodiments, fuel controller 32 may communicate over a network with a server (not shown) configured to determine and send a performance plan to vehicle 40.
A performance plan may include a drivetrain configuration instruction to operate engine 30 to not operate engine 30, to operate a M/G as a motor, to operate the M/G as a generator, to supply electric power from the battery system to the M/G operating as a motor, and to supply a fuel or a mixture of two fuels to engine 230.
A performance plan may include values for a set of operating parameters of the vehicle 40 including values for operating the engine 30 below a maximum engine operating speed value or within a range of engine operating speed values, for operating the M/G as a motor below a maximum motor operating speed value or within a range of motor operating speed values, for operating the M/G as a generator below a maximum generator operating speed value or within a range of generator operating speed values
A performance plan may be communicated to vehicle 40 before vehicle 40 starts traveling on a route. A subsequent performance plan may be communicated to vehicle 40 as the vehicle 40 travels on the route. For example, traffic, an accident, or a road closure may cause a delay that may affect fuel levels dropping below a minimum amount, or vehicle performance may be less than predicted due to weather or road conditions. In some embodiments, a performance plan may be communicated periodically to vehicle 40.
A performance plan communicated to a vehicle 40 may provide general operating parameters but still allow a driver to drive the vehicle based on actual road conditions, traffic, visibility, weather, and other safety concerns. For example, a route speed limit may be 65 miles per hour, and a vehicle 40 may be traveling over the route at 45 miles per hour because the driver has determined it is not safe to travel at 65 miles per hour (there may be bad weather, poor visibility, an accident, road maintenance, etc.). Embodiments may determine a drivetrain configuration of the vehicle 40 based on the current vehicle speed of 45 miles per hour and generate a performance plan with a set of operating parameters for the vehicle 40, but do not send any instructions to accelerate the vehicle 40. A performance plan may be updated in real-time to accommodate changes in traffic, weather, and a route, for example.
A performance plan may be based on, for example, a distance of a segment or a total distance of a route, route terrain, proximity or location of various types of fueling stations along the route, identified green zones or areas in which regulations require vehicle 40 to operate based on values for one or more specific operating parameters, or a feedback loop based on values for an operating parameter such as temperature. A performance plan may include fuel selection of a single fuel or a mixture of two or more fuels for a portion of a route or an entire route and values for operating engine 30 using the single fuel or the mixture of two or more fuels. A mixture of two or more fuels may include a proportion of the two or more fuels.
At step 602, a server communicatively connected to fuel controller 32 gets route data points for a route over which vehicle 40 is expected to travel. Route data points may be retrieved from an outside source (such as by the server communicating with a global positioning satellite (GPS) source server) and may contain a large plurality of route data points. In some embodiments, route data points for a route over which vehicle 40 is expected to travel may be collected from one or more vehicles 40 that previously traveled over the route. In some embodiments, route data points may be stored in a data structure in the server.
At step 604, the server generates or compresses route data points into linearized segments. Compressing route data points into linearized segments comprises analyzing the route data points to determine sets of route data points that indicate uphill segments, downhill segments, and flat segments and determining a grade and distance for each segment. Determining a linearized segment may further include determining an elevation, a road surface, and other information about the segment. In some embodiments, determining a linearized segment may include determining the segment forms at least part of a zone associated with reduced emissions. Information about each linearized segment may be stored in a data structure on the server.
At step 606, the server determines the present drivetrain configuration information for vehicle 40. As used herein, present drivetrain configuration information refers to what components are installed on vehicle 40 and how they are operating. For example, drivetrain configuration may include information that a drivetrain includes engine 30, a motor/generator, and a battery system. Drivetrain information may also include information such as engine 30 has a particular displacement (e.g., 8.2 L), capable of providing a particular output power (e.g., 400 kW), and uses a particular type of fuel (e.g. diesel) or types of fuel (e.g., CNG, hydrogen), the motor/generator (M/G) is operable as a motor to provide rotational power (e.g., 400 kW) and operable as a generator to generate electric power (e.g., 350 kW) and the battery system has a maximum charge capacity (e.g., 500 Amp-hr), a maximum charge rate, a minimum charge capacity, a maximum discharge rate, a maximum operating temperature. Drivetrain configuration information may also include real-time information that engine 30 is operating at 85% efficiency to generate 400 kW of power, for example.
At step 608, the server may determine vehicle weight. Vehicle weight includes the weight of vehicle 40 plus any trailer coupled to vehicle 40 and any cargo in vehicle 40 or the trailer. In some embodiments, the server gets vehicle weight information stored in memory in vehicle 40.
At step 610, fuel controller 32 or a server communicatively connected to fuel controller 32 determines target values for operating parameters for each segment. Target values for operating parameters indicate how the drivetrain should operate to drive the vehicle over the segments in a route. In some embodiments, a target value for an operating parameter may be based on the vehicle 40 emitting zero emissions or low emissions in a segment. For example, a target value for an engine operating at zero emissions may indicate operating engine 30 using a fuel that does not produce carbon emissions. Other target values may include an engine speed range (e.g., 1800-2400 RPM), a M/G power range (e.g. 55-60% peak power), a maximum battery discharge rate, a maximum battery temperature, etc.
At step 612, embodiments determine a first set of predicted values for a set of operating parameters of the vehicle 40 corresponding to supplying a single first fuel to engine 30. The set of operating parameters may comprise an emissions output, an engine efficiency, an engine output power, a motor efficiency for the M/G operating as a motor, a generator efficiency for the M/G operating as a generator, and a battery state of charge (SOC).
At step 614, embodiments determine a second set of predicted values for the set of operating parameters of the vehicle 40 corresponding to supplying a second fuel to engine 30. The second fuel may correspond to a single fuel (as depicted in
At step 616, embodiments compare the first set of predicted values to the second set of predicted values to determine whether to supply the first fuel or the second fuel to the engine based on the operating requirement.
At step 618, embodiments determine a first fuel present quantity of the first fuel.
At step 620, embodiments determine a second fuel present quantity of the second fuel.
At step 622, embodiments may determine there is not enough of the first fuel or the second fuel to meet all the operating requirements for the route.
At step 624, embodiments determine, for the route, a first set of segments for which operating the engine supplied with the first fuel will meet a first operating requirement.
At step 626, embodiments determine, for the route, a second set of segments for which operating the engine supplied with the second fuel will meet a second operating requirement.
At step 628, fuel controller 32 determines a performance plan, or a server communicatively connected to fuel controller 32 sends a performance plan to the fuel controller 32. The performance plan includes a set of drivetrain configuration instructions and values for a set of operating parameters for vehicle 40 for at least one segment on the route the vehicle 40. The performance plan may include a set of drivetrain configuration instructions to supply a single fuel for all segments, include a set of drivetrain configuration instructions to supply two or more fuels as a mixed fuel for all segments, may include a first set of drivetrain configuration instructions to supply the first fuel to the engine 30 and operate the engine 30 in a first drivetrain configuration over each segment in the first set of segments and include a second set of drivetrain configuration instructions to supply the second fuel to the engine 30 and operate engine 30 in a second drivetrain configuration over each segment in the second set of segments, or may include a first set of drivetrain configuration instructions to supply the first fuel to the engine 30 and operate the engine 30 according to a set of operating parameters over each segment in the first set of segments and include a second set of drivetrain configuration instructions to supply two or more fuels as a mixed fuel to engine 30 and operate engine 30 in a second drivetrain configuration over each segment in the second set of segments.
At step 630, fuel controller 32 receives the performance plan and communicates with pressure regulators 24 and one or more flow control valves 26 to supply one or more fuels to engine 30 for each segment based on the performance plan. In some embodiments, flow controller 32 communicates with pressure regulators 26 and flow controllers 28 to control the flow of one or more fuels to engine 30 based on fuel energy content or mass properties. Controlling the flow of one or more fuels may include allowing only a single fuel to flow to engine 30. Controlling the flow of one or more fuels may include allowing only fuel from a single tank 18 or set of tanks 18 to flow to engine 30. If two or more fuels are to be supplied to engine 30, controlling the flow of one or more fuels may include controlling the proportions of two or more fuels.
In some embodiments, flow controller 32 communicates with pressure regulators 26 and flow controllers 28 to control the flow of one or more fuels to engine 30 based on temperature feedback received from engine 30.
Values for the maximum fuel pressure column 802-3, emissions column 802-7 and cost 802-8 depend on the characteristics of the fuel in the tank 18. For example, hydrogen has a higher maximum fuel pressure than CNG and has zero emissions but may cost more per unit than CNG. Values for the present fuel quantity column 802-6 depend on the characteristics, the present fuel pressure and the present fuel temperature of the fuel in the tank 18.
The above disclosed subject matter is to be considered illustrative, and not restrictive, and the appended claims are intended to cover all such modifications, enhancements, and other embodiments which fall within the true spirit and scope of the present disclosure. Thus, to the maximum extent allowed by law, the scope of the present disclosure is to be determined by the broadest permissible interpretation of the following claims and their equivalents, and shall not be restricted or limited by the foregoing detailed description.
This application claims priority under 35 U.S.C. § 119(e) to U.S. Provisional Application No. 63/346,631, filed May 27, 2022, the entire contents of which are hereby incorporated by reference for all purposes as if fully set forth herein.
| Number | Date | Country | |
|---|---|---|---|
| 63346631 | May 2022 | US |
