Data acquisition for operation of a vehicle.

(54) Title: ACQUISITION OF DATA FOR VEHICLE OPERATION.

(54) Tltle: DATA ACQUISITION FOR OPERATION OF A VEHICLE.

(57) Summary

A vehicle has an Independent Electric Traction System (ETS) and an Internal Combustion Engine (ICE). A system controller, a data acquisition system, and a GPS system are added to the vehicle. A remote system has a database of locations that identify areas with no achievement or no emission achievement. The data acquisition system obtains the location of the vehicle along with the parametric data related to the operation of the vehicle. The remote system notifies the vehicle operator and auxiliary control system of opportunities to obtain emission reduction credits in response to the vehicle's location data and its operating status. The system controller or operator switches between ICE operation and ETS operation in response to the vehicle's location, the emission reduction credit process, and the parametric measurements of the vehicle operation to achieve the emission credit result while optimizing the fuel for the ICE and the stored electrical potential energy for the ETS.

(57) Abstract

A vehicle has independent elecfric traction system (ETS) and infernal combustion engine (ICE). An system controller, a data acquisition system, and a GPS system are added to the vehicle. A remote system has a data base of locations identifying emission non-attainment areas. The data acquisition system obtains the vehicle location along with parametric data related to operation of the vehicle. The remóte system notifies the vehicle operator and the auxiliary control system of opportunities to obtain emission reduction credits in response to the vehicle location data and its operating status. The system controller or the operator switch between ICE operation and ETS operation ¡n response to the vehicle location, emission reduction credit process, and parametric measurements of the vehicle operation, to achieve an emissions credit result while optimizing fuel for the ICE and stored electrical potential energy for the ET.

ACQUISITION OF DATA FOR VEHICLE OPERATION

Field of the Invention

This invention relates to the operation of a vehicle having an internal combustion engine mode and an operating mode of an electric traction system, and more particularly, relates to the operation of the vehicle to maximize reduction in emissions and obtaining credit from it.

Background of the Invention

In accordance with current trends, heavy duty diesel trucks are increasingly subject to legal restrictions, including restrictions regarding emissions and also regarding idle time. In some jurisdictions, legal restrictions may even require this truck to be retrofitted with controls to detect idle and automatically shut off the diesel engine after a certain maximum idle interval. The inventions described in related applications address problems that arise from these legal restrictions. These inventions provide an improved arrangement for a vehicle, including a vehicle such as a heavy duty diesel powered truck, so that the vehicle can be powered by an electric motor. A

REF. 214047 implication is that an existing conventional vehicle could be more easily retrofitted for traction by means of electric motors. The inventions also provide an improved arrangement for vehicle cooling by means of an independent power supply when the internal combustion engine (ICE) is switched off. The inventions also provide an improved arrangement for heating and for female convenience electrical outlets.

The United States Environmental Protection Agency (EPA) has a set of National Environmental Air Quality Standards (NAAQS) for six common air pollutants, also called criteria pollutants . The criteria pollutants are carbon monoxide, nitrogen dioxide, ozone, lead, particulate matter, and sulfur dioxide. NAAQS are often referred to as federal outdoor air health standards.

The Clean Air Protocol, which was approved in 1970 and was finally amended in 1990, requires EPA to establish the NAAQS for pollutants that cause adverse effects to public health and the environment. The Clean Air Protocol established primary and secondary air quality standards. The primary standards protect public health, which includes the health of sensitive populations such as asthmatic populations, children and the elderly. The primary standard is often referred to as the health standard. Secondary standards protect the public welfare, which includes protection against decreased visibility, damage to animals, crops, vegetation, and buildings. The standards are reviewed, periodically, to ensure they include the latest scientific information.

The areas without achievement or achievement are regions within the country where the concentration of one or more criteria pollutants exceeds the level established as the federal air quality standards. Once the EPA announces that an area does not meet the health standard, the State works with businesses, local governments, and the public to reduce emissions from contributing sources to the state without achieving or achieving the area.

Summary of the Invention

The present invention involves the recognition that related inventions present new opportunities for additional novelty. For example, given the teachings of related patent applications about integrating electrical operation with conventional vehicle ICE operation, hitherto unappreciated emissions reduction opportunities have been presented. These emission reduction opportunities presented by electric operation are attractive, particularly for heavy duty diesel trucks and in connection with numerous contexts, including:

idling for long intervals, which could occur for example at rest stops, alternating between idling and moving sporadically, which could occur for example while waiting in ports and other parking areas, and the episodic alternation between operation at higher speeds and lower speeds, such as might occur when encountering traffic on streets and highways.

An electric motor and its power supply, which are independent of the vehicle's ICE, may be insufficient for operation at higher speeds. Thus, when operating demands include higher speed driving, this results in the need to switch, episodically, between the Electric Traction System (ETS) mode of operation and the mode operating ICE, more frequently and while moving. However, even though the problem of changing the ETS / ICE episodic mode of operation and other problems associated with electrical operation for rest stop idle and sporadic low speed operation have been overcome, the problems originate with regarding incentives to use the ETS mode of operation. For example, a driver could not be motivated enough to switch to ETS mode of operation, even when obstacles that could have previously prevented electrical operation have been overcome.

The present invention provides an on-board data acquisition device that communicates with a vehicle's global positioning system (GPS) to provide an incentive for the driver to take advantage of opportunities to use ETS modes of operation. In one embodiment, the data acquisition device, in communication with the GPS and the vehicle control system, the data is communicated to a remote device in order to advantageously obtain emission reduction credits in cooperation with a mechanism approved by a regulatory agency.

The details of one or more embodiments of the invention are indicated in the accompanying figures, and in the following description. Other features, objects, and advantages of the invention will be apparent from the description and figures and from the claims.

Brief Description of the Figures

Figure 1 is a flow chart of the method steps used in the described modalities;

Figure 2 is a block diagram of the system components of the described modalities; and

Figure 3 is a flow chart of the method steps used in the described modalities.

The same reference symbols in the different figures indicate the same elements.

Detailed description of the invention

It should be appreciated that in accordance with one or more implementations of the anti-idle legislation or regulations that are anticipated or already implemented, an anti-idle timer has to disconnect the ICE from the vehicle (for example, a diesel truck), automatically after a certain period of idling. However, in accordance with these implementations, which have not been fully appreciated so far, the potential availability of ETS operation, the anti-idle timer could be automatically reset in response to driver action such such as the clutch pressure, brake or power foot of the vehicle. Therefore, in accordance with currently anticipated practice, automatic anti-idle disconnect or shutdown systems will not be disconnected from the vehicle's ICE if the driver is present and performs very simple actions that naturally occur in the traffic. This practice is due, at least in part, to the fact that it could not be practical (or even effective in reducing emissions) in shutting down a vehicle's ICE in traffic unless it has an ETS-only forced mode of operation. . However, a forced ETS mode of operation is not currently covered by any of the current regulations. Consequently, the driver could simply lean to sustain ICE operation and avoid an automatic ICE shutdown initiated in the anti-idle system instead of switching to ETS-only mode of operation; even while on hold for more than five minutes. As a result of the conventional anti-idle control arrangement, the driver could miss out on opportunities to reduce emissions when using a vehicle that is equipped with an ETS mode of operation.

An embodiment of the present invention combines an ETS electric motor, a power supply, and controls (as described in related patent applications) with a GPS system, a data acquisition system, and the characteristics of the ETS control system. . The ETS control system allows the driver to switch to ETS-only operating mode in traffic even while moving or in other circumstances in which ETS operating states are adequate. The ETS control system points out to the driver opportunities to switch to the ETS mode of operation to earn emission reduction credits in response to detection of the required state of operation as described herein.

The data acquisition system could receive timing data from the vehicle control system indicating the time spent on different operation modes of operation, including an ETS-only mode of operation in which the ICE is turned off and the ETS engine is in use. In one embodiment, the control system generates this timing data in response to detecting the position of a switch or switch that activates the ETS-only mode of operation.

The data acquisition system reports your acquired data. This report could include storing the data and communicating it to an external device after a delay or immediately communicating it to an external device, such as via a wired connection, a short-range wireless link, or a cellular or satellite telephone network connection, which could include charging via a computer network to a remote computer system. In another modality, the data acquisition device receives and reports the data and information that comes from the GPS that indicates where the vehicle is physically located at the times when the vehicle is being operated in its different modes of operation, from In a particular way, the ETS-only mode of operation. In response to the reported data, the driver may be eligible to receive emission reduction credits for ICE shutdown. The possibility of receiving these emission reduction credits could motivate the driver to voluntarily reduce emissions by switching to ETS-only mode of operation. Therefore, emission reduction credits are facilitated by the data acquisition system report, which could be in accordance with the emission reduction credit process approved by the government regulatory agency. In accordance with the approved emission reduction credit process, the data acquisition system or the remote device could assign the emission credits a predetermined cash value according to a fixed schedule, which could be updated, in a way frequent or infrequent. Alternatively, the data acquisition system or the remote device could sell or at least initiate the sale of the credits in an auction market and correspondingly take the credits into account according to the determined prices of the auction market. .

For the purpose of ensuring that emission reductions are attributed or credited only when the ETS operation has the right to purchase that might otherwise have been a legitimate ICE mode of operation or for the purpose of determining the nature of emission reductions , the data acquisition, the ETS control system and the remote system cooperate to adequately account for emission reduction credits. In one embodiment of the invention, the remote system includes a stored data structure that indicates the boundary coordinates for the areas without achieving emissions. The remote device could do the following:

select the indications provided by the GPS of the location of the vehicle, for example, the coordinates that correspond to the indication provided by the control system of the intervals during which the vehicle operated in the ETS-only mode of operation, comparing the selected vehicle location coordinates with the stored coordinates of the area without achieving or achieving emissions to determine if ETS-only modes of operation occurred in areas without achieving, and award emission reduction credits in response to the comparison indicating that instances of ETS-only modes of operation occurred in unsuccessful areas.

In various forms of the invention, the emission reduction credit process includes the remote system that provides:

a) credit only for particular areas without achievement or achievement,

b) one type of credit for an area without achievement and another type of credit for another area without achievement,

c) one type of credit for one type of independent electrical system use and another type of credit for another type of independent electrical system use, or a combination of the foregoing.

In general, it should be understood that this granting of credits includes accumulation credits as a function of the time during which the vehicle legitimately operated in the ETS-only mode of operation, and could include the granting of a number of credits for an area without achievement or achievement in a higher accumulation time ratio than for another area without achievement.

Regarding the types of uses, it should be understood that there are additional types of independent uses of the electrical system in addition to those of the episodic change to the ETS-only mode of operation for low speeds or stopping and sometimes during driving at high speeds. speeds. Other independent modes of operation

ETS are described in related requests referred to above including:

operate in ETS-only mode of operation for extended intervals, such as in parking areas as found for charging or supply, operate in idle mode, for example at rest stops, which do not necessarily require the use of an electric traction motor but could require comfort heating or cooling of the cabin and the supply of power to the female convenience electrical outlets.

In modalities of the invention, the granting of the emission reduction credits or the nature of the emission reduction credits granted by the remote system could be based on the information. This other information could be in addition to or even simply the location of a vehicle during ETS-only mode of operation. In an embodiment of the invention, the remote system also performs tests to determine the type of vehicle operation according to a certain predetermined criterion. In one embodiment, a criterion that the remote system uses as a prerequisite for issuance of emission reduction credits is the requirement that the vehicle must remain fixed, essentially, in no more than a predetermined interval. For example, when the elapsed time to stop at a rest stop the vehicle could not exceed 10 or 12 hours, which is a typical maximum for rest stops. If this time is exceeded, the remote system could not grant the emission credits for this interval. The remote system could determine this condition with reference to the coordinates provided by the GPS during the rest stop time interval.

In accordance with another modality, the remote system uses a criterion to determine the type of emission reduction credits for related use. idling, where idling is determined, at least partially, by the position of essentially fixed vehicle. Again, the remote system could determine this condition with reference to the coordinates provided by the GPS during the particular interval.

In another embodiment, the remote system receives a signal that indicates the temperature of the ICE exhaust gas distributor and the temperature of a fuel cell stack for fuel cell power supply. In turn, the data acquisition system receives and reports the temperatures of these temperature sensors to the remote system. The remote system uses these operating temperatures with the data described above as another of its predetermined criteria to confirm the current operation or type of vehicle operation. In a specific modality, the remote system uses it as a prerequisite for the granting of emission reduction credits or as a way of determining the types of credits, the requirement that the temperature of the ICE exhaust manifold must be below a certain predetermined threshold of criteria and the temperature of the fuel cell stack must be above one or more predetermined thresholds to indicate that the ICE is off and the fuel cell is under some load. The fuel cell load could include a load due to:

a) the electric traction motor that provides the power of the motor traction,

b) an electric heater for cabin heating or an auxiliary electric motor for driving the vehicle's air conditioning compressor for cabin cooling, while at a rest stop, or

c) the current required to recharge the batteries.

In accordance with another embodiment, the control system includes sensors that indicate the amount of currents supplied to operate the electric traction motor, the current to the auxiliary electric motor that drives the vehicle air conditioning compressor for cooling the cabin, the supply of female electrical outlets including a female electrical outlet for supply to the electric heater for cabin heating, and recharging the system battery. In this mode, the data acquisition system receives current indications from the current sensors and reports them to the remote system, which uses these amounts of current with the data described above as another of its predetermined criteria to confirm the current use and possibly the type of vehicle use. In a specific embodiment, this current that is supplied to the ETS electric motor is a criterion that the remote system uses as a prerequisite for the granting of emission reduction credits or as a way of determining the ETS type of credits. In another specific embodiment, this current is supplied to the auxiliary electric motor that drives the vehicle's air conditioning compressor for cooling the cabin or the female electrical outlets, which include a female electrical plug for supplying the electric heater for cabin heating is a criterion that the remote device uses as a prerequisite for granting emission reduction credits or as a way of determining the idle speed of the type of credits.

In another embodiment, the control system could include a tachometer sensor for the electric traction motor, a clutch position sensor, and other signals in the data acquisition system. In this mode, the data acquisition system receives the indications from the sensors and reports them to the remote system which uses these indications as additional factors in the predetermined criterion to confirm the current use and possibly the types of uses of the vehicle.

Figure 1 is a flow chart of the method steps used in the described modalities. In step 101, a vehicle capable of ICE or ETS operation is adapted with an auxiliary control system coupled with a GPS tracking system, a data acquisition system, and a communication system. In step 102, the location of the vehicle is located with the GPS. In step 103, the location of the vehicle is communicated to a remote system equipped with a Rules-based emission reduction credit process and a database that stores areas of the areas without achieving or achieving emissions. The remote system determines if there are any modes of vehicle operation that could lead to emission reduction credits. At step 104, this emission credit potential is relayed to the data collection system. In step 105, the auxiliary control system is activated to switch between the ICE mode of operation and the ETS-only mode of operation. In step 106, the data acquisition monitors the operation of the vehicle and sends the data to the remote system. In step 107, the operator or auxiliary system switches to the vehicle's operating mode to qualify for emission reduction credits. The remote system verifies the vehicle's mode of operation and awards appropriate emission reduction credits in response to the modes of operation and criteria in the Emission Reduction Process Rules.

Figure 2 is a block diagram of the components of the system of use in the present modalities. Vehicle 200 has an internal combustion engine 202 and an electric traction engine 206 coupled with transmission 204 in order to provide a mechanical output, eg, torque to the drive wheels. Sensors 210 are coupled with ICE 202, ETS 206 engine, and ETS 212 power system.

These sensors perform a variety of parametric measurements that indicate temperatures, speed, time, etc., which allow vehicle modes of operation to be determined through remote system 228 when parametric data is sent through the data acquisition system. Data 224. System Controller 218 is in communication with Data Acquisition System 224 and ICE 208 Controls and ETS 212 Power Source. In this way, the proper drive system can be selected as the primary engine of the vehicle. System controller 218 signals ETS controller 212 for a desired mode of operation and the ETS 212 power source is adjusted accordingly. The ETS 212 power source could also operate auxiliary devices 214. Transceiver 220 sends and receives data to remote system 228 that determines the possibility of emission reduction credits using the locations of the areas without achievement or achievement of emission in database 230 and the Rules that govern the granting of credits emission reduction in accordance with the emission reduction process 226. Once the possibility of emission reduction credits is communicated to data acquisition system 224, the operator or system controller 218 selects the vehicle mode of operation. Sensor data is sent to the remote system, which verifies the modes of operation and the locations where the modes of operation are used. Any eligible emission reduction credits are awarded using this information.

Figure 3 is a flow chart of the method steps used in the described modalities. In step 301, the GPS indications are selected from the location of the vehicle that correspond to the indications of the locations during which the vehicle was operated in the ETS-only mode of operation. In step 302, the location of the vehicle is compared to a stored data structure that indicates the boundary coordinates for the non-achievement or emission achievement areas in order to determine if the ETS mode of operation occurred in the non-achievement areas. At step 303, emission reduction credits are issued in response to an indication that the ETS-only mode of operation occurred in the areas without achievement. At step 304, the remote system grants credits only for the particular areas without achievement. At step 305, the remote system grants one type of credit for one area without achievement and another type of credit for another area without achievement. At step 306, the remote system grants one type of credit for the ETS use type and another type of credit for another ETS use type. At step 307, the remote system grants credit types based on a combination of ETS location and use.

The term or is used herein in an inclusive sense that includes the meaning and. A number of embodiments of the invention have been described. However, it will be understood that various modifications could be made without departing from the spirit and scope of the invention.

It is noted that in relation to this date, the best method known by the applicant to put the aforementioned invention into practice is the one that is clear from the present description of the invention.