Data acquisition for operation of a vehicle

A vehicle has independent electric traction system (ETS) and 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 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 remote 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 in 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 ETS.

TECHNICAL FIELD

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

BACKGROUND AND SUMMARY

According to current trends, heavy duty diesel trucks are increasingly subject to legal restrictions, including restrictions regarding emissions and also regarding idling time. In some jurisdictions, legal restrictions may even require that such a truck be outfitted with controls for detecting idling and automatically shutting down the diesel engine after a certain maximum idling interval. Inventions disclosed in the related applications address issues arising from these legal restrictions. These inventions provide an improved arrangement for a vehicle, including a vehicle such as a heavy duty diesel engine truck, so the vehicle can be driven via an electric motor. One implication is that an existing, conventional vehicle may be more easily retrofitted for traction via electric motors. The inventions also provide an improved arrangement for cooling a vehicle via an independent power supply when the internal combustion engine (“ICE”) is shut off. The inventions also provide an improved arrangement for heating and convenience electrical outlets.

The U.S. Environmental Protection Agency (EPA) has set National Ambient 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 health standards for outdoor air.

The Clean Air Act, which was passed in 1970 and last amended in 1990, requires the EPA to set NAAQS for pollutants that cause adverse effects to public health and the environment. The Clean Air Act established primary and secondary air quality standards. Primary standards protect public health, including the health of “sensitive” populations such as asthmatics, children, and the elderly. The primary standard is often referred to as the health standard. Secondary standards protect public welfare, including protection against decreased visibility, damage to animals, crops, vegetation, and buildings. Standards are reviewed periodically to ensure that they include the most recent scientific information.

Non-attainment areas are regions within the country where the concentration of one or more criteria pollutants exceeds the level set 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 the emissions from sources contributing to the non-attainment status of the area.

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

idling for long intervals, which may occur, for example, at rest stops,

alternating between idling and sporadically moving, which may occur, for example, while waiting at ports and other staging areas, and alternating episodically between operating at higher speeds and slower speeds, such as may 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 operational demands include higher speed driving, this gives rise to the need to episodically alternate between electric traction system (“ETS”) operation mode and ICE operation mode more frequently and while moving. However, even when the problem of episodic ETS/ICE operation mode switching and other problems associated with electrical operation for rest stop idling and for sporadic slow speed operation have been overcome, issues arise regarding incentives for use of the ETS operating mode. For example, a driver might not be sufficiently motivated to switch to the ETS operating mode, even though obstacles that may have previously prevented electrical operation have been overcome.

The present invention provides an onboard data acquisition device that communicates with a global positioning system (“GPS”) of the vehicle to provide an incentive for a driver to take advantage of opportunities to use ETS operating modes. In one embodiment the data acquisition device, in communication with the GPS and the control system of the vehicle, 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.

DETAILED DESCRIPTION

It should be appreciated that according to one or more implementations of anti-idling legislation or regulations that are anticipated or already implemented, an anti-idling timer must shut down a vehicle's (e.g., diesel truck) ICE automatically after a certain period of idling. However, according to these implementations, which up to now have not fully appreciated the potential availability of ETS operation, the anti-idling timer may be automatically reset responsive to a driver action such as depressing the vehicle's clutch, brake or foot feed. Therefore, according to currently anticipated practice, anti-idling automatic shutdown systems will not shut off the vehicle's ICE if the driver is present and takes very simple actions which naturally occur in traffic. Such practice is at least partly because it may not be practical (or even effective for emissions reduction) to shut off the ICE of a vehicle in traffic unless it has a forced ETS-only operation mode. However, a forced ETS operating mode is not presently contemplated by any current regulations. Consequently, a driver may be inclined to simply sustain ICE operation and prevent an anti-idling system initiated automatic ICE shutdown rather than switch to ETS-only operation mode; even while sitting at a standstill for more than five minutes. As a result of the conventional anti-idling control arrangement, a driver may miss opportunities to reduce emissions when using a vehicle that is equipped with an ETS operating mode.

An embodiment of the present invention combines an ETS electric motor, power supply and controls (such as has been disclosed in the related patent applications) with a GPS system, data acquisition system, and ETS control system features. The ETS control system enables the driver to switch to ETS-only operating mode in traffic even while moving or in other circumstances in which ETS operational states are appropriate. The ETS control system signals the driver of opportunities to switch to the ETS operating mode to gain emissions reduction credits responsive to detecting a requisite operational state such as described herein.

The data acquisition system may receive timing data from the control system of the vehicle indicating times spent in different operation modes of operation, including an ETS-only operation mode of operation in which the ICE is shut off and the ETS motor is in use. In one embodiment, the control system generates this timing data responsive to detecting the position of a switch that activates the ETS-only operation mode.

The data acquisition system reports its acquired data. This reporting may 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 hard wire, a short-range wireless link or a cellular or satellite telephone network connection, which may include uploading via a computer network to a remote computer system. In another embodiment, the data acquisition device receives and reports data and information from the GPS that indicates where the vehicle is physically located at the times the vehicle is being operated in its various operational modes, particularly the ETS-only operation mode. In response to the reported data, the driver may be eligible to receive emissions reduction credits for turning off the ICE. The potential for receiving such emission reduction credits may motivate the driver to voluntarily reduce emissions by switching to ETS-only operation mode. The emission reduction credits are therefore facilitated by the data acquisition system reporting, which may be in accordance with an emission reduction credit process approved by a governmental regulatory agency. According to the approved emission reduction credit process, the data acquisition system or the remote device may assign the emission credits a predetermined cash value according to a fixed schedule, which may be updated frequently or infrequently. Alternatively, the data acquisition system or the remote device may sell or at least initiate the sale of the credits in an auction market and, correspondingly, account for the credits according to the auction market determined prices.

In order to ensure that emission reductions are credited only when ETS operation preempts what would otherwise have been a legitimate ICE operating mode or in order to determine the nature of emission reductions, the data acquisition, ETS control system and the remote system cooperate to properly account for emission reduction credits. In one embodiment of the invention, the remote system includes a stored data structure indicating coordinates of boundaries for emission non-attainment areas. The remote device may do the following:

select the GPS-provided indications of vehicle location, e.g., coordinates, that correspond to the control-system-provided indication of intervals during which the vehicle operated in ETS-only operation mode,

compare the selected vehicle location coordinates with the stored emission non-attainment area coordinates to determine whether the ETS-only operation modes occurred in non-attainment areas, and

grant emission reduction credits responsive to the comparing indicating that instances of the ETS-only operation modes occurred in non-attainment areas.

In various embodiments of the invention, the emission reduction credit process includes the remote system granting:a) credits only for particular non-attainment areas,b) one type of credit for one non-attainment area and another type of credit for another non-attainment area,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 above.

In general, it should be understood that this granting of credits includes accumulating credits as a function of the time during which the vehicle legitimately operated in ETS-only operation mode, and may include granting an amount of credits for one non-attainment area at a higher time rate of accumulation than for another non-attainment area.

Regarding types of uses, it should be understood that there are additional types of independent electric system uses besides that of episodically switching to ETS-only operation mode for slow speeds or stopping and sometimes during driving at higher speeds. Other independent ETS operating modes are disclosed in the above referenced, related applications, including:

operating in ETS-only operation mode for extended intervals, such as for staging areas as encountered for pick up or delivery, or

operating in an idling mode, for example at rest stops, which does not necessarily require use of the electric traction motor but may require cabin comfort heating or cooling and supplying power to convenience electrical outlets.

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

According to another embodiment, the remote system uses a criteria for determining a type of emissions reduction credit for an idling related use, wherein idling is determined at least partly by an essentially stationary vehicle position. Again, the remote system may determine this condition by reference to coordinates provided by the GPS during the particular interval.

In another embodiment, the control system receives a signal that indicates the temperature of the exhaust manifold of the ICE and the temperature of a fuel cell stack for a fuel cell power supply. The data acquisition system in turn receives and reports the temperatures of these temperature sensors to the remote system. The remote system uses these operating temperatures with the above described data as another one of its predetermined criteria for confirming actual operation or type of operation of the vehicle. In a specific embodiment, the remote system uses as a prerequisite for granting emission reduction credits or as a way of determining types of credits the requirement that the temperature of the ICE exhaust manifold must be below a certain predetermined threshold 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 kind of load. The fuel cell load may include a load due to:a) the electric traction motor providing motive traction power,b) an electric heater for cabin heating or an auxiliary electric motor driving the vehicle's air conditioning compressor for cabin cooling, such as while at a rest stop, orc) the current required for recharging batteries.

According to another embodiment, the control system includes sensors that indicate the amount of current delivered to run the electric traction motor, power the auxiliary electric motor driving the vehicle's air conditioning compressor for cabin cooling, supply the electrical outlets including an outlet for supplying the electric heater for cabin heating, and recharge the system battery. In this embodiment, the data acquisition system receives the current indications from the current sensors and reports them to the remote system, which uses these current amounts with the above described data as another one of its predetermined criteria for confirming actual use and possibly the type of use of the vehicle. In a specific embodiment, that current is supplied to the ETS electric motor is a criteria that the remote system uses as a prerequisite for granting emission reduction credits or as a way of determining an ETS type of credits. In another specific embodiment, that current is supplied to the auxiliary electric motor driving the vehicle's air conditioning compressor for cabin cooling or to electrical outlets, including an outlet for supplying the electric heater for cabin heating is a criteria that the remote device uses as a prerequisite for granting emission reduction credits or as a way of determining an idling type of credits.

In another embodiment, the control system may include a tachometer sensor for the electric traction motor, a clutch position sensor, and other signals to the data acquisition system. In this embodiment, 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 predetermined criteria for confirming actual use and possibly types of uses of the vehicle.

FIG. 1is a flow diagram of method steps used in the disclosed embodiments. In step101a vehicle capable of ICE or ETS operation is adapted with an auxiliary control system coupled to a GPS tracking system, a data acquisition system and a communication system. In step102, the location of the vehicle is located with the GPS. In step103, the location of the vehicle is communicated to a remote system equipped with a rule based emission reduction credit process and a data base storing areas of emission non-attainment areas. The remote system determines if there are any operating modes of the vehicle that would result in emission reduction credits. In step104this potential for emission credits is relayed to the data collections system. In step105, the auxiliary control system is enabled to switch between the ICE and the ETS-only operation modes of operation. In step106, the data acquisition monitors the operation of the vehicle and sends the data to the remote system. In step107, the operator or the auxiliary system switch the operation mode of the vehicle to qualify for emission reduction credits. The remote system verifies the operating mode of the vehicle and grants appropriate emission reduction credits in response to the operating modes and the criteria in the emission reduction process rules.

FIG. 2is a block diagram of system components of used in the present embodiments. Vehicle200has an internal combustion engine202and a electric traction motor206coupled with transmission204to provide mechanical output, e.g., torque to the drive wheels. Sensors210are coupled to the ICE202, the ETS motor206and the ETS power system212. These sensors make a variety of parametric measurements indicating temperatures, speed, time, etc. that enable the vehicle's operating modes to be determined by the remote system228when the parametric data is sent by the data acquisition system224. System controller218is in communication with the data acquisition system224and the ICE controls208and the ETS power source212. In this manner, the appropriate drive system can be selected as the prime mover of the vehicle. System controller218signals ETS controller216of a desired operating mode and the ETS power source212is adjusted correspondingly. ETS power source212may also operate auxiliary devices214. Transceiver220sends and receives data to remote system228which determines potential for emission reduction credits using the locations of emission non-attainment areas in database230and the rules governing granting of emission reduction credits according to the emission reduction process226. Once the potential for emission reduction credits is communicated to the data acquisition system224, the operator or the system controller218selects the vehicle operation mode. The sensor data is sent to the remote system, which verifies operation modes and locations where the operating modes are used. Any eligible emission reduction credits are granted using this information.

FIG. 3is a flow diagram of method steps used in disclosed embodiments. In step301, GPS indications are selected of the vehicle's location that correspond to the indications of locations during which the vehicle was operated in the ETS-only operation mode. In step302, the vehicle's location is compared to a stored data structure indicating coordinates of boundaries for emission non-attainment areas to determine whether the ETS-only operation mode occurred in non-attainment areas. In step303, emission reduction credits are granted in response to an indication that the ETS-only operation mode occurred in non-attainment areas. In step304, the remote system grants credits only for particular non attainment areas. In step305, the remote system grants one type of credit for one non-attainment area and another type of credit for another non-attainment area. In step306, the remote system grants one type of credit for type of ETS use and another type of credit for another type of ETS use. In step307, the remote system grants credit types based on a combination of location and ETS 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. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the invention.