IT202200026781A1 - INTEGRATED ENERGY MANAGEMENT SYSTEM FOR INTERMODAL TRANSPORT UNITS AND ROAD VEHICLES ON RAILWAY CONVOY - Google Patents

Description

Patent application for industrial invention entitled:

?INTEGRATED ENERGY MANAGEMENT SYSTEM FOR INTERMODAL TRANSPORT UNITS AND ROAD VEHICLES ON RAILWAY CONVOY?

FIELD OF INVENTION

The present invention relates to techniques for intelligent intermodality in freight transport.

The solution described here responds to a demand for transport on railway convoys of electric or plug-in hybrid road vehicles complete with propulsion system and energy storage as defined in patent application 102021000009638, also extending it to intermodal transport units that are equipped with an electrical system that includes energy storage systems.

Intermodal Transport Units include, but are not limited to (in the prevailing definition), Containers, Swap Bodies, Electrified Semi-trailers (etrailers), and Conventional Semi-trailers as per the codes in use.

The set of complete road vehicles already provided for in the previous patent (i.e. electric cars and electric vehicles for the transport of people or goods such as mopeds, motorcycles, quadricycles, motorcycle tractors, cars, buses, trucks, road tractors, road trains, articulated vehicles, articulated buses, camper vans, vans, trucks, tractors, etc.) and the intermodal transport units mentioned above (containers, swap bodies, electrified semi-trailers (e-trailers), conventional semi-trailers) are hereinafter collectively defined as "load units".

Electrified semi-trailers (e-trailers) fulfil at least two functions of use when used on the road:

a) in the case of an electric-powered engine, they contribute to increasing autonomy, and

b) in the case of a tractor with an internal combustion engine, they contribute to the hybridisation of the entire vehicle, achieving a reduction in consumption and emissions together with an improvement in performance by participating in the traction of the entire vehicle.

Of course, during transport on railway wagons, these electrified semi-trailers can be seen, if necessary, as auxiliary batteries to be used as a reserve, since once they reach their destination they can be moved with a tractor and can therefore arrive at the unloading station completely unloaded.

Of course, in normal operation, these load units can also be loaded.

The load units considered may or may not be equipped with propulsion and therefore belong to the class of transport vehicles with integrated traction or goods containment vehicles that require a tractor unit to move.

The energy storage systems of the load units are functional for different uses, for example, for traction in the case of road vehicles and for uses that require a continuous supply of energy.

Continuous power supply may be required for example, but not limited to: refrigeration, power supply of special loads such as data memories, geolocation systems, radio communication systems, anti-theft systems and movement of moving parts such as doors, internal load handling systems, special transport for military or medical use, etc.

Load units where there are uses that require continuous energy supply, as exemplified above, can belong to two different categories. In particular, there are load units equipped with electric propulsion, such as, for example, a refrigerated electric van, or load units without electric propulsion such as, for example, a refrigerated container.

The latter, i.e. containment vehicles without electric propulsion, such as containers, conventional semi-trailers and swap bodies, can in turn be equipped with energy storage systems for refrigeration functions, powering special loads such as data memories, geolocation systems, radio communication systems, anti-theft systems and movement of moving parts.

The set of road vehicles already foreseen in the previous patent and the intermodal transport units will also be referred to generically as "loading units" in the following.

TECHNICAL NOTE PREVIOUS

? Described in the patent application (102021000009638) is a system for managing the energy of road vehicles on a train that provides bidirectional exchanges on three levels that include the road vehicles, the train and the railway electrical system.

SUMMARY OF THE INVENTION

The present invention allows to perform additional functions with respect to those described in the patent application 102021000009638.

The functions made possible are:

a. regulation of the electrical power of the system used (reduction of power peaks) thanks to the economical use of both vehicle batteries as storage systems and as propulsion systems;

b. possibility that the electrical system thus configured allows access to the so-called "network services";

c. increased system resilience by allowing the train to move without having to absorb energy from the railway power line even for significantly long routes to be defined according to the system requirements;

d. possibility of implementing additional functions such as temperature controls, fire prevention, physical condition of passengers etc; and

e. the possibility of choosing the charging source for individual road vehicles on different routes, according to the criterion of greatest economy and most convenient price.

The present improvement invention fulfills the following further functions:

1. Possibility of powering other users during transport that require energy storage for purposes other than traction and that require continuity of power supply on board the train, such as refrigeration, power supply of special loads such as data memories, geolocation systems, radio communication systems, sensors for travel safety, sensors for monitoring operating conditions and maintenance status, anti-theft systems and movement of moving parts such as doors, internal load handling systems, special transport for military or medical use, etc.

In these cases, the system is configured as a true uninterruptible power supply (UPS).

Even in these cases, an economy of scope is achieved in the power and storage systems necessary for the continuity of power supply to the above loads and for enabling the on-board mobile smart grid.

2. To enable, by acquiring the energy storage priority levels of the different load units, the selective management of the energy allocated to them. The priority levels of the load units are acquired by means of specific interfaces programmable on site or remotely in the system and transmitted to a master regulation and control module. These priority levels will generally be set according to the energy use that the load unit requires during transport on the train and/or when disembarking from it once it has reached its destination.

3. Make the use of the internal combustion engine currently installed on refrigerated cargo units unnecessary.

4. Increase the flexibility of the system, allowing the train to reach the loading and unloading areas of the intermodal transport units autonomously and without having to change the traction unit; the loading and unloading areas of the intermodal transport units are in fact generally not equipped with a railway power line because the loading and unloading of these units is carried out using lifting systems which must therefore operate in the areas where the railway power contact line is usually installed.

5. Possibility of providing, as an alternative to the preferred form of implementation, the use of one or more special modules containing all the electrical power and control equipment of the smart grid system, thus allowing the use of any type of traction unit. Therefore, in this form of implementation, the components that manage and generate the on-board smart grid, instead of being contained in a dedicated traction unit, i.e. the locomotive (equipped with propulsion, i.e. traction motors), are installed in a special module that can be a container on board a railway wagon that also transports load units or on board a dedicated railway wagon. There can be more than one of these dedicated or non-dedicated modules and they can be distributed along the convoy to allow greater modularity and a smaller size of the train line. This configuration also guarantees a greater degree of redundancy for higher system availability. These dedicated modules can be equipped with their own propulsion system, thus creating a system that is more flexible and more flexible. distributed power architectures for greater braking energy generation, improved performance and lower wheel loads.

The present invention therefore concerns techniques for energy management in an intermodal and physically integrated mobility system between rail vehicles and electric or plug-in hybrid road vehicles and intermodal transport units equipped with energy storage systems (collectively also referred to as load units). Rail vehicles can transport road vehicles with passengers on board on the routes where users decide to use the service.

The present invention relates to an integrated energy management system within an intermodal road-rail transport system comprising a train equipped with train energy storage systems and powered by the railway contact line, and a plurality of road vehicles and intermodal transport units equipped with energy storage systems transported on board the train. While the road vehicles and intermodal transport units equipped with energy storage systems remain on the train, the electrical power and storage systems of the road vehicles and intermodal transport units and the train are connected and exchange energy flows between them in a bidirectional manner. The electrical system of the train in turn exchanges energy flows with the electrical system of the railway power line and, through this, with other trains with energy storage and traditional trains, thus realizing a regulation of the electrical power and energy storage on three subsystem levels comprising the units. of loading and the train, the railway electrical system (through the railway contact line), and the electrical system for the production, storage and transmission of energy.

In this description, energy storage systems may also be referred to as batteries or energy storage systems.

The system allows the charging/discharging of road vehicle and intermodal transport unit batteries through an electric train bus created by special reversible electronic power converters for the conversion and regulation of energy flows, downstream of which are placed individual reversible controllers for the charging/discharging of road vehicle and intermodal transport unit batteries.

The power connection that creates the parallel connection of the batteries of road vehicles and intermodal transport units with the power bus or with the train batteries can be wireless induction. The system also includes sensors for measuring all quantities used for system control, and actuators. The sensors and actuators are managed by a real-time control system whose software allows the system functions to be performed. The energy storage systems of the intermodal transport units and of all the load units considered can be of the electrochemical accumulator type, fuel cells, supercapacitors and any possible combination between them.

However, in this description the term "battery/s" always refers to electrochemical accumulators, fuel cells, supercapacitors and any possible combination between them or any element or combination of elements capable of storing and accumulating energy.

BRIEF DESCRIPTION OF THE FIGURES

Further features and advantages of the invention will become evident from reading the following description provided by way of example and not limitation, with the aid of the figures illustrated in the attached tables, in which:

- Figure 1 shows an example of an intermodal transport system of powered load units equipped with storage systems and loads to be continuously powered. The illustrated solution includes one or more traction units where the equipment for managing the on-board smart grid is installed on the traction units themselves.

- Figure 2 shows an example of an intermodal transport system for powered load units equipped with storage systems and loads to be continuously powered. The illustrated solution includes one or more special modules positioned on the same wagons used for transporting the load units where the equipment for managing the on-board smart grid is installed. This configuration therefore allows the use of independent traction units of any type.

- Figure 3 shows the detail of the system control and regulation module which contains the energy management control and regulation system as well as the related software and the bidirectional power part.

- Figure 4 shows the detail of the bidirectional charge/discharge converter of the load unit batteries.

- Figure 5 shows the detail of the bidirectional charge/discharge converter of the train batteries.

- Figure 6 shows the detail of the control and regulation system which contains the local energy management control and regulation system and the local and remote parameter setting interfaces.

- Figure 7 shows an embodiment that includes one or more special modules where the on-board smart grid management equipment is installed on special railway wagons. These wagons can be inserted in any position in the convoy, interspersed with the wagons carrying the load units. This configuration therefore allows the use of independent traction units of any type. These wagons can also be equipped with a propulsion system themselves.

- Figure 8 shows the general sequence of steps of the SUC method. Figures 9 to 19 show the flowcharts describing the main operations to be performed for the realization of the control algorithms, also based on self-learning techniques, of the main processes of the system.

DETAILED DESCRIPTION OF THE INVENTION

This solution concerns the techniques of transport on railway convoys of electric or plug-in hybrid road vehicles complete with propulsion system and energy storage, extending it also to intermodal transport units that are equipped with an electric system that includes energy storage systems. In particular, this description refers to the transport on railway convoys of load units, where "load unit" means any electric road vehicle equipped with an electric battery used for traction of the vehicle, and any means of containment of goods without autonomous propulsion, but with energy storage systems.

The load units considered may therefore be equipped with propulsion or not and therefore belong to the class of transport vehicles with integrated traction or goods containment vehicles that require a tractor to move.

The second type of loading unit includes semi-trailers, containers, and refrigerated vehicles for the transport of perishable goods.

Therefore, at the management level it is possible to identify at least three types of load units that will need to be treated differently.

In particular, there is a type of vehicle or goods containment means in which the power supply is vital and uninterruptible (think for example of refrigerated containers for food transport, for medicines, or vehicles that transport data memories that must always be powered, etc.). This first type of load unit has privileged and priority management since the power supply is vital for the protection of the transported goods and cannot be interrupted.

There is then a second type of vehicles and goods containment means, in particular vehicles and means with autonomous propulsion (i.e. equipped with an electric motor), in which the power supply must guarantee at least a minimum charge upon arrival at the destination station so that the vehicle or goods containment means is able to move autonomously to clear the station. This second type of load unit has a normal management in which a part of the energy stored in the storage systems or batteries can be made available to the entire system. As mentioned, in case of need, only a minimum charge must be safeguarded, i.e. the minimum charge that allows the vehicle or goods containment means to move away from the destination station and reach the nearest charging station.

Finally, there is a third type of load unit that includes all vehicles without autonomous propulsion and that do not require vital power supply. This type includes non-refrigerated semi-trailers, trailers, boxes, containers, etc. This third type of load unit is equipped with expendable storage systems or batteries, i.e. storage systems or batteries that can arrive, if necessary, at the destination station completely discharged. Consequently, in general management, the energy stored in this type of load unit is the first to be used in the event of system anomalies or energy needs in poorly served sections and with interruptions in line service.

In general, with the priorities described above and in the absence of anomalous situations, the objective of the CEMS management system is to guarantee the level of charge required by the users upon disembarkation.

The integrated energy management system CEMS within an intermodal road-rail transport system comprises a train TR equipped with train batteries 54 and with a railway contact line power supply 16 and a plurality of load units 20 loaded on board the train TR. Each load unit 20 is equipped with an energy storage system or battery 44. During the stay of each load unit 20 on the train TR, the electrical power and storage systems 44 of the load units 20 and the train TR are connected via the train line 18, and the connectors 42 and exchange energy flows between them in a bidirectional manner. Furthermore, the electrical system of the TR train exchanges bidirectional energy flows with the electrical system of the railway power line 16 and, through this, with other trains with or without energy storage, and exchanges bidirectional energy flows with the regulation and power systems of the electrical production, storage and transmission system, thus implementing bidirectional regulation of the electrical power and energy storage on three subsystem levels which include:

- the loading units 20 and the TR train,

- the power supply of the railway contact line 16, and

- the electrical production, storage and transmission system.

In particular, there are three subsystem levels, the load units 20 and the TR train, the railway electrical system (through the railway contact line 16), and the electrical system for production, storage and transmission which allow for three possibilities of bidirectional exchange. In more detail, a bidirectional exchange can be had between the load units 20 and the TR train, between the TR train and the railway contact line 16, and between the railway contact line 16 and the electrical system for production, storage and transmission of energy. Naturally, bidirectional exchanges are also possible between elements of the same level, for example between two load units 20, between a load unit 20 and the TR train or between two TR trains.

The TR train comprises at least one system control and regulation module 30,30m through which a first on-board mobile smart grid 01 is created. Furthermore, each load unit 20 is equipped with an interface and control system module 60 responsible for the local or remote acquisition of the load unit 20 type settings, other types of control and the desired charge levels at disembarkation SC.

There is also a system smart grid 02, which includes the first on-board smart grid 01, the regulation and power systems of the railway electrical system and the regulation and power systems of the electrical production, storage and transmission system.

As already mentioned, the loading units 20 comprise a first typology of vehicles indicated as UCE or goods containment vehicles equipped with an energy storage system BUCE in which the power supply is vital and uninterruptible.

The loading units 20 also include a second type of vehicle indicated as BEV or goods containment vehicles equipped with a BE energy storage system with autonomous propulsion in which at least a minimum charge SC must be guaranteed upon arrival at the destination station.

Finally, the load units 20 include a third type of vehicles indicated as UCS or goods containment vehicles equipped with an energy storage system BUCS which includes all vehicles without autonomous propulsion and which do not require vital power supply.

The system control and regulation module 30.30m participates in the management of the system smart grid 02, i.e. in the bidirectional exchanges between the system smart grid 02 and the train smart grid 01 based on the priorities defined by the system control and regulation module 30.30m with the aim of guaranteeing the level of charge required by the users upon disembarkation.

As will be better specified in the following description, at each station, before the train departs, there is the need to understand the architecture of the train to understand how it is composed and how many load units of each type are present.

In this way it is possible to define the management strategy of the energy stored in the storage systems or batteries of the load units transported on a train in the form of a bidirectional smart grid on three levels: that is, the load units 20 and the train TR, the railway electrical system (through the railway contact line 16), and the electrical system for the production, storage and transmission of energy. As is known, between three levels there can be two types of bidirectional exchanges between different levels in addition to the exchanges between elements on the same level.

Under normal conditions, the management system sets strategies to ensure that the first type of load unit has privileged and priority management and can receive the necessary energy from the smart grid.

In abnormal conditions, for example when anomalies or faults occur, the energy management system modifies the strategy so that the energy stored in the storage systems or batteries of the third type of load units, i.e. those that can be sacrificed, is used to power the other two types of load units, or the traction system and the train's auxiliary systems, or even be fed into the grid and returned to the grid of the railway electrical system or the electrical system for the production, storage and transmission of energy.

Figure 1 shows a TR train comprising at least one dedicated traction unit or locomotive 10 and a plurality of railway wagons or carriages or flatbeds 90 for transporting the various load units 20.

With reference to Figure 1, a railway power line 16 is described which can be powered by direct current or alternating current. As mentioned, the TR train can comprise one or more dedicated traction units 10 - or locomotives - equipped with a power outlet 12. Downstream of the power outlet 12, traction and braking converters are provided (not shown in the figure because they are irrelevant to the present invention) which operate the traction motors 14. Inside the dedicated traction unit 10 there is a control and regulation module 30 for both the signal and power system which is described in Figure 3 through which the on-board mobile smart grid indicated in the drawings with the reference 01 is created. In the dedicated traction unit or motor 10 there is also a bidirectional converter 50, better described in Figure 5, for charging and discharging the batteries 54, called train batteries.

As illustrated in Figure 1 and Figure 3, the train line 18 is generated from the power part of the system control and regulation module 30, which enables energy exchanges between the various storage and power supply systems along the train pertaining to the different load units 20 through connectors 42.

Each load unit 20 will be equipped with its own bidirectional converter 40 which performs the discharge charge of the batteries 44 of the individual intermodal load units 20. The bidirectional converter 40 is better described in Figure 4. Inside the load units 20 there will be an interface and control system module 60 described in Figure 6 which is responsible for the local or remote acquisition of the load unit 20 type settings, the desired charge levels at SC disembarkation, and any other settings such as temperature levels. The interface and control system module 60 is also responsible for collecting and concentrating all the signals coming from the sensors present in the load unit 20. The interface and control system module 60 also transfers the commands locally or remotely to all the systems present in the load unit 20. load units 20 such as, for example, temperature controls, activation of other mechanical systems such as doors, internal load handling systems, special transport for military or medical use etc., bulkheads, load movement systems, fire-fighting systems etc. The data exchange between modules 30 (tractor 10) and 60 (wagon or flatbed 90) allows the position and type of said load units 20 to be established on the train, thus allowing the initialization of the network with the nomination of a system control and regulation module 30 as a master unit, indicated as master module 30m, and the determination of the types and position on the train of the different load units 20, thus activating the correct command and control algorithms also based on self-learning techniques for the energy management of each of them.

The system components are completed by data lines 48, 46 and 38 which transport all data and information from the sensors and to the actuators present in the modules 30, 40, 50 and 60. These data lines 48, 46 and 38 can be wired or wireless.

Figure 1 also shows the system smart grid 02, which is made up of the on-board smart grid 01, the regulation and power systems of the railway electrical system and the regulation and power systems of the electrical system for energy production, storage and transmission.

For example, the electrical system for the production, storage and transmission of energy could be the national electrical system.

With reference to Figure 2, the following components, namely the power socket 12, the system control and regulation module 30, the bidirectional converter 50, and the train batteries 54 that manage and generate the on-board smart grid, instead of being contained in a dedicated traction unit 10 (equipped with propulsion, i.e. traction motors), are installed in a special module 70 which may be a container on board a railway wagon 90 which also transports load units or a special module 100 which may be a container on board a dedicated railway wagon 110 as shown in Figure 7.

Module 70 may or may not contain bidirectional converter 50 and batteries 54.

Module 70 may or may not be equipped with a driver's cabin 75.

The special module 70 may or may not be equipped with a traction/braking system and motors 74.

The railway wagons 90 equipped with special modules 70 which also transport load units or the dedicated railway wagons 110 can be more than one and distributed along the convoy to allow for greater modularity and a smaller dimensioning of the train line 18.

This configuration also ensures a higher degree of redundancy for higher system availability.

With reference to the embodiment illustrated in Figure 7, the components such as the power sockets 102, the system control and regulation module 30, the bidirectional converter 50, and the train batteries 54, components that manage and generate the on-board smart grid, instead of being contained in a dedicated traction unit (equipped with propulsion, i.e. traction motors), are installed in a specific module 100 which is in turn installed on a dedicated wagon 110 which is equipped with power sockets 102 and may or may not be equipped with a bidirectional battery charge and discharge converter 50 and a battery 54.

The dedicated railway carriage 110 may or may not be equipped with traction and braking system and motors 114.

The railway car 110 may or may not be equipped with a driver's cabin 115. The dedicated railway car 110 is also equipped with connectors 42 for connecting the train line 18 and for the data lines 48, 46 and 38 which may also be wireless. With reference to Figure 3, the system control and regulation module 30 is described which is present in the dedicated traction units 10, in the special modules 70 and in the dedicated railway cars 110.

This system control and regulation module 30 is responsible for the management and control CEMS 03 in patent application 102021000009638 of the on-board smart grid 01 shown in Figure 1, and of the power part 32 (CR in patent application 102021000009638). This system control and regulation module 30 represents the central unit on which the control algorithms, also based on self-learning techniques, of the CEMS 03 system are executed.

In the case where there are two traction units 10, which can be configured as concentrated power head units equipped with their own control module 30 that manage the entire train, the control module 30 of one of these two will self-configure (for example on the one where the driving staff is present) as master 30m of the on-board smart grid 01.

In the event of a failure of one of these head traction units 10, the other (with its control module 30) will take control of the entire on-board smart grid 01 represented in Figure 1, interfacing via the data network 48 with all the modules 60 of the railway wagons 90 transporting load units 20.

In case the train contains several special modules type 70 or special railway wagons 110 the system control and regulation module 30 of one of these will be configured as master 30m and will take control of the on-board smart grid 01.

In the system control and regulation module 30, section 32 represents the bidirectional power converter that bidirectionally interfaces the railway power line 16 with the train line that connects the bidirectional converters contained in 50 and 40 for charging/discharging the batteries of the load units 20.

Section 34 represents the control part that interfaces with the battery charging and discharging system 50 through the data line 38 (physical or wireless) which may or may not be installed on the traction unit 10 or on the special module 70 or on the dedicated railway wagon 110.

This data line 38 is functional for transferring commands to the actuators and acquiring feedback from the sensors contained in 50.

Section 36 represents the control part that interfaces with the peripheral input output units 60 present on each railway carriage 90 used for transporting the load units 20 through the train data network 48.

Through this section 36, the parameters relating to the energy system (status of the storage(s) present on the load unit 20) and the input of particular requests from the user are acquired, as well as all the other parameters that the sensors possibly present on the load unit 20 and not directly linked to the energy system 30, can transmit.

Through this section 36 the parameters of the power supply line 16 are also acquired.

Furthermore, the charging and discharging commands of the energy storage systems (batteries) 44 of the load units 20 on board the wagons 90 are transmitted to the peripherals 60.

With reference to Figure 4, the module 40 is represented and described, which is present on all railway wagons 90 which transport load units 20.

This module 40 is made up of a single power section 42 which controls the charging/discharging of the energy storage systems (batteries) 44 of the load units 20 by means of bidirectional converters controlled and commanded via a data line 46 connected to a peripheral unit 60 on which commands, controls and measurements of monitored parameters of the energy storage system (batteries) of the load unit 20 are exchanged.

With reference to Figure 5, the module 50 is represented and described which is present on the traction units 10, on the special modules 70 and on the special modules 100 mounted on dedicated railway carriages 110 where an energy storage system (batteries) 54 is present on the latter. This module 50 is made up of a power section 52 which presides over the charging/discharging of the energy storage systems (batteries) 44 or 54 possibly present on the traction units 10 or on the special modules 70 or on the special modules 100 which contains the bidirectional converters controlled and commanded via a data line 38 in these cases connected to a system control and regulation module 30 on which commands, controls and measurements of parameters of the energy storage system (batteries) (e.g. the charge status) of the unit 10 or 70 or 100 are exchanged. There is also a power section 52 which presides over the charging/discharging of the energy storage systems (batteries) 44 or 54 which may be present on the traction units 10 or on the special modules 70 or on the special modules 100 which contains the bidirectional converters controlled and commanded via a data line 38 in these cases connected to a system control and regulation module 30 on which commands, controls and measurements of parameters of the energy storage system (batteries) (e.g. the charge status) of the unit 10 or 70 or 100 are exchanged. of I/O 56 dedicated to the management of the I/O of the data line 38 connected to the system control and regulation module 30.

With reference to Figure 6, module 60 is represented and described, which represents the peripheral unit of the CEMS 03 system present on all railway wagons 90 which transport load units 20.

These units are equipped with two I/O sections, one 62 connected to the master system control and regulation module 30m via the train network 48 and the other 64 connected to the on-board energy storage (battery) charging and discharging unit 40 via the local network 46.

The I/O unit 60 also handles the setting inputs by the user (e.g. the manager of the load unit 20 in question) which can be of different types such as, but not limited to, 66 = I/O load unit type (e.g. BEV, UCE or UCS) and destination, 67 = I/O charge level upon disembarkation, 68 = I/O settings of any other controlled and monitored systems i.e. temperature, etc.

In order to describe the operating processes of the system which is the subject of this improvement patent, three classes of load units are identified:

1. BEV 1-n in a number that can go from 0 to n. They are road vehicles equipped with energy storage systems (batteries) BE0-n. These are the same category of road vehicles that are the subject of patent application 102021000009638.

2. UCE 1-m in a number that can range from 0 to m. This is how the load units are defined that are equipped with energy storage systems (batteries) BUCE 1-m for the power supply of non-interruptible services as defined in the introduction to this document (such as refrigeration, power supply of special loads such as data memories, geolocation systems, radio communication systems, sensors for driving safety, sensors for monitoring operating conditions and maintenance status, anti-theft systems and movement of moving parts such as doors, internal load handling systems, special transport for military or medical use, etc.). These load units are also equipped with interface and control systems 60 to acquire the setting inputs and requests from the user 66, 67 and 68 which are essentially the destination, the type of load unit and the charge level of the energy storage system that is desired to be achieved upon disembarkation of the load unit itself. These inputs can be entered locally on the control module 60 of the UCE itself or remotely, for example, via the Internet supported by data and mobile phone networks. These UCEs may or may not be equipped with propulsion systems powered by the energy storage systems (batteries) on board them. Therefore, there will be UCEa load units equipped with autonomous propulsion and UCEb load units without autonomous propulsion.

3. UCS 1-p in a number that can range from 0 to p. This is how the load units are defined that are equipped with energy storage systems (batteries) BUCS 1-p for the power supply of services for which continuity of power supply is not necessary, which are therefore not linked to the nature of the transported goods and are not subject to particular critical issues related to the state of charge of the storage systems (batteries) upon disembarkation. These load units are also equipped with interface and control systems 60 to acquire the setting inputs and requests from the user 66, 67 and 68 which are essentially the destination, the type of load unit and the non-priority charge level of the energy storage system that is desired to be achieved upon disembarkation of the load unit itself. These inputs can be entered locally on the control module 60 of the UCE itself or remotely, for example, via the Internet supported by data and mobile telephone networks.

The general sequence of steps of the SUC method described in Figure 8 may include more or less steps and paths different from those represented in Figure 8.

The SUC method can be executed as a series of instructions that form a program that can be executed by a computer and stored in a read memory. In general, the method has a start and an end instruction. As a first step 200 in the initialization of the system, all control modules 30 mutually acquire the position of all other control modules 30 present on the train. A step 202 sets and declares the master unit 30m for the management and control of CEMS 03 as control module 30m.

With steps 204, 206 and 208 of the process, the position and number (step 204), the types and destinations (step 206) and the acquisition of any requests from the user (step 208) are detected (e.g. the SC level of energy storage at the landing or e.g. the desired internal temperature), for each of the three types of load units described above (BEV, UCE, UCS).

After having defined, with a step 210, the position, quantity and types of load units 20 present on board and divided into BEV, UCE, UCS, the control module 30m initializes the train network using the information and data received from all the peripheral control modules 60.

The CEMS 03 system is now controlled by the 30m master control module.

The master control module 30m checks the presence of UCE type load units with a step 212, and with a step 214 enables the authorization to execute the control and command subprocesses CBUCE, SCBUCE, RDL, LIL, CBT for the UCE type load units transported on the railway wagons 90 where the 601-x I/O units with UCE type inputs reside.

This master control module 30m checks the presence of BEV type load units with a step 216, and with a step 218 enables the authorization to execute the CBE, SCBE, RDL, LIL, CBT control and command processes for the BEV type load units transported on the railway wagons 90 where the I/O units 601-x with BEV type inputs reside.

The master control module 30m checks the presence of UCS type load units with a step 220, and with a step 222 enables the authorization to execute the control and command sub-processes CBUCS, SCBUCS, RDL, LIL, CBT for the UCS type load units transported on the railway wagons 90 where the I/O units (60) 1-x with UCS type inputs reside.

Still referring to the SUC process of Figure 8 and the system configurations of Figures 1 to 7, the master module 30m then assigns to the individual control modules 60 one by one the execution of the correct command and control sub-processes based on the type of load unit 20 controlled and connected to the corresponding power module 40 (column) present on the carriage 90 where the load unit 20 is loaded.

The power module 40 is then controlled by the local control module 60 and, via this and the train network 48, by the master control module 30m.

Once the execution of the sub-processes relating to the different types of load units 20 - i.e. the load units of the UCE, BEV, and UCS type - which are individually implemented by the control modules 60 and power modules 40 along the train, the master module 30m executes two control cycles:

a) the first one executed in step 224 which has the function of reconfiguring the network with the assignment of the correct sub-processes that can be executed as a consequence of loading and unloading operations or repositioning of load units 20 of different types UCE, BEV, and UCS for example in a stop at an intermediate loading and unloading station along the route;

b) the second one performed in a step 226 which checks that the network is intact and functioning during the journey between two loading and unloading stations and, if not, with a step 228 it emits an anomaly signal.

With reference to Figures 9 to 19, the flow charts of the various functions and processes referred to in the flow diagram in Figure 8 will be described.

Some of these processes, such as the CBE process (Figure 9) and the SCBE process (Figure 10) are identical to the processes already described in the previous patent application 102021000009638.

For the sake of completeness, the descriptions of the various steps that compose them are reported here.

We recall that the charging and discharging of the BE1-n batteries of the cars or BEV1-n electric vehicles on board the train is regulated independently and selectively by the CEMS energy control and management system, with the methods described in Figure 9 for charging and in Figure 10 for discharging, vehicle by vehicle in real time and with adjustable charging and discharging current values.

The BE1-BEn batteries of the BEV1-BEVn vehicles are charged to store energy that can be used for the movement of the vehicle once it has disembarked from the train or to provide energy to the train system for autonomous driving, dynamic stabilization of the railway power line and other uses.

This method is of interest and is performed individually and selectively for each BEn battery of each BEVn vehicle present at any given moment on the train.

In one step the battery charging command BEn is acquired.

Subsequently or simultaneously in a step, the destination information of each BEVn vehicle present on the train is acquired through a special interface, even wireless, with the vehicle control system 60 (identified in patent application 102021000009638 with the name BCU) or this information may already reside within the energy control and management system CEMS. In the next step, the charge level of the BEVn vehicle's BEn battery is acquired.

In the next step, starting from the detected charge level of the BEn battery of the BEVn vehicle, the time (tmin) required to charge the BEn battery up to the maximum charge level with the maximum current that can be supplied by the system through the converter 40 is calculated. At the same time, the time in which the BEVn vehicle will arrive at its destination (tdest) is calculated.

In a decision step it is checked whether the forced charging command from CEMS should be activated.

If so, the BEn battery charging starts with maximum current.

If not, it is then verified whether the user of the generic BEVn vehicle has requested a particular charge level upon disembarkation.

If so, that is, if the customer has requested a particular charge level upon disembarkation, the minimum time timinc for the requested charge is calculated.

In a subsequent decision step, it is checked whether the minimum time timinc for the requested charge is less than the target time tdest. If not, the charging of the battery BEn with maximum current is activated and a charge deficit signal is sent. If it is, the charging current cdest is calculated as a function of the target time tdest. In a subsequent decision step, it is checked whether there is a charging current limit clim that must be respected. If it is, the charging of the battery BEn with the limited current clim is activated, and if not, the charging of the battery BEn with the charging current cdest is commanded as a function of the target time tdest.

If not, i.e. if the customer has not requested a particular charge level at disembarkation, the CEMS system assumes that in the absence of a request, the final target charge level at disembarkation is the maximum. Therefore, in the absence of a request, the maximum current and the minimum time necessary to reach the maximum charge level of the BEn battery are calculated.

At this point, in a decision step it is checked whether the minimum charging time tmin at maximum current is less than the target time tdest.

If this is not the case, i.e. if the minimum charging time tmin at maximum current is greater than the target time tdest, the charging of the BEn battery with maximum current is activated and a charge deficit signal is sent.

If this is the case, i.e. if the minimum charging time tmin at maximum current is less than the destination time tdest, the charging current cdest is calculated as a function of the destination time tdest.

In a subsequent decision-making step, it is checked whether there is a charging current limit clim to be respected. If so, the charging of the battery BEn starts with the limited current clim, and if not, the charging of the battery BEn is activated with the charging current cdest as a function of the target time tdest. In particular, the delivery of the charging current of the battery BEn is started with a current cdest lower than the maximum, but which allows the required charge level to be reached.

Instead, if there is no request from the user, the charging current supply of the battery BEn begins with the maximum current cmax.

The current cdest is calculated as a function of the available time tdest. If the time at destination tdest is less than the minimum charging time tmin, or the minimum charging time to reach the charge level requested by the user tminc, in both cases, a notification will be sent to the user's mobile device that it is not possible to reach the maximum charge or the requested charge, respectively.

In both cases, current will be supplied to the BEVn vehicle with maximum current in order to achieve an energy level that, if not maximum, is as close as possible to the maximum level or to that required for disembarkation.

Figure 10 shows a preferred embodiment of the SCBE method for performing the function that presides over the independent and selective discharge of the BEn battery of the generic BEVn vehicle.

In one step, the energy level SC requested by the CEMS energy control and management system is acquired and in a subsequent step the discharge command of the BEn battery is acquired. In a decision step, it is checked whether a forced discharge command has been issued. If so, the BEn battery is discharged with the maximum current.

If not, the destination of the BEVn vehicle is acquired. Subsequently, the state of charge of the BEn battery is measured and the destination time tdest is calculated to bring the BEVn vehicle to its destination.

Subsequently, the minimum time timinc for the charging requested by the customer at maximum current is calculated. In a decision step, it is checked whether the minimum time timinc is less than the destination time tdest. If not, the battery BEn of the BEVn vehicle is charged with maximum current and the charging deficit is reported.

If so, the discharge current is calculated as a function of the target time tdest and the SC value and the discharge of the battery BEn is started to reach the SC value.

For this reason, the process always starts with a discharge command of the BEn battery of the BEVn vehicle by the CEMS energy control and management system, which can be either a discharge of a certain value SC or a maximum discharge in case of forcing the current to be sent to the line or to other elements of the smart grid 01 (forced discharge SF).

With reference to Figure 11, the CBUCE charging process is now described for UCE load units that are equipped with BUCE energy storage systems (batteries) for the power supply of non-interruptible services.

In a step 300, the command to charge the BUCEn battery of the UCEn load unit is acquired. In a step 302, the destination of the UCEn load unit is acquired. In a step 304, the charge status of the BUCEn battery of the UCEn load unit is measured. In a subsequent step 306, the time tdest that the UCEn load unit takes to reach its destination is calculated.

In a decision step 308 it is checked whether there is a forced charging command from the CEMS.

If so, we move on to step 310 in which the BUCEn battery of the UCEn load unit is charged with the maximum current.

If not, a decision step 312 checks whether there is a customer request for the desired load upon disembarkation.

If so, in step 314 the minimum time timinc to reach the required charge is calculated. In a decision step 316 it is checked whether the minimum time timinc is less than the destination time tdest. If so, in step 318 the charging current is calculated as a function of the destination time tdest=cdest so that the destination charge is the required one. In a decision step 320 it is checked whether there is a charging limit clim imposed by CEMS. If so, in step 322 the BUCEn battery is started to be charged with the clim current. If not, in step 324 the BUCEn battery is started to be charged with the cdest current.

If not, i.e. if there is no customer request for the desired charge upon disembarkation, in step 326 the maximum current and the minimum time tmin to charge the BUCEn battery and obtain the maximum charge are calculated.

In a decision step 328 it is checked whether the minimum time tmin is less than the arrival time at the destination tdest.

If so, skip to step 318 and calculate the charging current as a function of the destination time tdest=cdest so that the charge at the destination is the required one. Then continue with decision step 320 and, depending on the outcome, steps 322 or 324 already described.

If this is not the case, i.e. when the minimum time tmin is greater than the arrival time at the destination tdest, in a step 330 the BUCEn battery is charged with the maximum current and in a step 332 the charge deficit is signalled.

With reference to Figure 12, the SCBUCE discharge process relating to UCE load units which are equipped with BUCE energy storage systems (batteries) for the power supply of non-interruptible services is now described.

In a step 400, the energy level SC requested by the CEMS is acquired. In a step 402, the battery discharge command BUCEn of the load unit UCEn is acquired. In a step 404, the destination of the load unit UCEn is acquired. In a step 406, the state of charge of the load unit UCEn is measured. In a step 408, the time tdest for the arrival of the load unit UCEn at the destination is calculated. In a step 410, the minimum time tminc for the charging requested by the customer starting from SC with maximum current is calculated.

In a decision step 412, it is checked whether the minimum time tminc for the recharge requested by the customer is less than the time tdest to reach the destination.

If so, in a step 414 the discharge current is calculated as a function of the time to destination tdes and the energy level SC. In a step 416 the BUCEn battery of the load unit UCEn is discharged to reach the charge level SC. In a step 418, after the minimum time tmin, the BUCEn battery of the load unit UCEn is charged to reach the charge requested by the customer with maximum current.

If this is not the case, in step 420 the BUCEn battery of the UCEn load unit is charged with maximum current, and in step 422 the charge deficit signal is sent.

Figure 13 illustrates the CBUCs charging process relating to the UCS load units, called expendable, which are equipped with BUCS energy storage systems (batteries) for powering the traction and for recovering braking energy.

In a step 500, the command to charge the BUCSn batteries of the UCSn load unit is acquired. In a step 502, the destination of the UCSn load unit is acquired. In a step 504, the charge status of the BUCSn battery of the UCSn load unit is measured. In a step 506, the time tdest to bring the UCSn load unit to its destination is calculated.

In a decision step 508 it is checked whether there is a customer request for a given charge level at landing.

If not, a charge deficit signal is sent in step 510. If yes, a decision step 512 checks whether there is a power surplus after the CBE and CBUCE processes.

If not, a charge deficit signal is sent in step 510. If yes, the minimum time tminc to reach the required charge is calculated in step 514.

In a decision step 516 it is checked whether the minimum time tminc to reach the required charge is less than the time tdest to reach the destination.

If so, in a step 518 the charging current is calculated as a function of the arrival time tdest at the destination and the desired charge cdest upon arrival at the destination. In a step 520 the battery BUCSn of the load unit UCSn is charged with the current cdest.

If not, in a step 522 the available charging current is calculated to reach the destination with a desired charge cdest. In a step 524 the battery BUCSn of the load unit UCSn is charged with the current cdest and the charge deficit signalling step 510 is skipped.

With reference to Figure 14, the SCBUCS discharge process relating to the UCS load units, called expendable, which are equipped with BUCS energy storage systems (batteries) for powering the traction and for recovering braking energy, is now described.

In a step 600, the energy level SC requested by the CEMS is acquired. In a step 602, the destination of the load unit UCSn is acquired, and in a step 604, the state of charge of the battery BUCSn of the load unit UCSn is measured.

In a decision step 606 it is checked whether there is a customer request for a certain charge level upon disembarkation at the destination.

If this is not the case, in step 608 the BUCSn battery of the UCSn load unit is discharged to reach the SC level required by the CEMS and in step 610 the charge deficit signal is sent.

If so, in a step 612 the time tdest is calculated to bring the load unit UCSn to its destination and in a step 614 the time tminc is calculated to obtain the recharge requested by the customer at maximum current.

In a decision step 616 it is checked whether the time tminc to obtain the recharge requested by the customer is less than the time tdest to bring the load unit UCSn to its destination.

If so, in a step 618 the discharge current is calculated as a function of the time tdest and the SC level. In a step 620 the battery BUCSn of the load unit UCSn is discharged to reach the indicated SC level.

If not, in a step 622 the BUCSn battery of the UCSn load unit is discharged to reach the SC level and in step 610 the charge deficit signal is sent.

The general sequence of steps of the CBT method described in Figure 15 is the same as the sequence of steps already described in the previous patent application 102021000009638. The only difference, since in this case three different types of load units are present, is step 96 in which, instead of calling only the SCBE process to discharge the BEVn-1 battery, the SCBUCS, SCBE and SCBUCE processes are also called in order of priority.

The general sequence of steps of the LIL method described in Figure 16 is the same as the sequence of steps already described in the previous patent application 102021000009638. The only difference, since in this case three different types of load units are present, is the insertion of steps in which, in addition to the CBE process for charging the battery of the BEV type load units, the CBUCE and CBUCS processes are also called for the UCE and UCS type load units.

The general sequence of steps of the RDL method described in Figure 17 is the same as the sequence of steps already described in the previous patent application 102021000009638. The only difference, since in this case three different types of load units are present, is the insertion of steps in which, in addition to the CBT and CBE and SCBE processes for the BEV type load units, the CBUCE, CBUCS and SCBUCS and SCBUCE processes are also called for the UCE and UCS type load units.

The general sequence of steps of the CPE method described in Figure 18 is the same as the sequence of steps already described in the previous patent application 102021000009638. The only difference, since in this case three different types of load units are present, is the insertion of steps in which, in addition to the CBT and CBE processes for the BEV type load units, the CBUCE, CBUCS processes are also called for the UCE and UCS type load units.

The general sequence of steps of the SCE method described in Figure 19 is the same as the sequence of steps already described in the previous patent application 102021000009638. In this case, some steps have been added to call the CBUCE process at the beginning of the route if the autonomy time of the non-interruptible services without taut charging is greater than the target time ttarget to reach the most convenient tariff area, or to call the CBUCE process in advance by a time equal to the difference between the autonomy time of the non-interruptible services without taut charging and the target time ttarget to reach the most convenient tariff area, if the autonomy time taut is less than the target time ttarget.

Of course, as already explained in detail above, the various methods already described in the previous patent application 102021000009638 have been adapted to take into account the fact that there are three different types of load units, each with its own characteristics and priorities.

In particular, there will be a plurality of BEV road vehicles equipped with BE energy storage systems (batteries). This is the same category of road vehicles that are the subject of patent application 102021000009638.

There will be one or more UCE load units that are equipped with energy storage systems (batteries) BUCE for the power supply of non-interruptible services. For these load units the power supply is vital and they cannot be left without battery charging. These UCE load units may or may not be equipped with propulsion systems powered by the energy storage systems (batteries) on board them. Therefore, there will be UCEa load units equipped with autonomous propulsion and UCEb load units without autonomous propulsion.

Finally, there will be one or more UCS load units equipped with BUCS energy storage systems (batteries) to power services for which continuity of power supply is not necessary, which are therefore not linked to the nature of the goods transported and are not subject to particular critical issues related to the state of charge of the storage systems (batteries) upon disembarkation. These load units are expendable and therefore the energy stored in the BUCS energy storage systems (batteries) is the first to be used in the event of anomalies, for example to ensure the charge of the UCE type load units for which the power supply is vital, or for the traction of the train itself.

Naturally, without prejudice to the principle of the invention, the construction details and the forms of implementation may vary widely with respect to what is described and illustrated purely by way of example, without thereby departing from the scope of the present invention.

Claims (25)

1. Integrated energy management system (CEMS) within an intermodal road-rail transport system comprising one or more trains (TR), where each train (TR) is equipped with train batteries (54), a railway contact line power supply (16), and a plurality of load units (20) loaded on board the train (TR), where each load unit (20) is equipped with an energy storage system (44), where during the stay of each load unit (20) on the train (TR) the electrical power and storage systems (44) of such units of the load unit (20) and the train (TR) are connected via connectors (42) and exchange energy flows between them in a bidirectional manner, and in which the electrical system of the train (TR) in turn exchanges bidirectional energy flows with the electrical system of the railway power line (16) and, through this, with other trains with or without energy storage, and in turn exchanges bidirectional energy flows with the regulation and power systems of the electrical system for the production, accumulation and transmission of energy, thus implementing in a bidirectional manner a regulation of the electrical power and energy storage on three subsystem levels which include the load units (20) and the train TR, the railway electrical system through the railway contact line (16), and the electrical system for the production, accumulation and transmission of energy, in which said train (TR) comprises at least one system control and regulation module (30,30m) through which a first on-board mobile smart-grid (01) is created, and in which each load unit (20) is equipped with an interface and control system module (60) for the local or remote acquisition of the load unit type settings (20), other types of control and the desired charge levels upon disembarkation (SC) for such load unit (20), in which there is also a system smart grid (02), which includes the first on-board smart grid (01), the regulation and power systems of the railway electrical system and the regulation and power systems of the electrical system for the production, accumulation and transmission of energy, in which the load units (20) include a first typology (UCE) of vehicles or goods containment means equipped with an energy storage system (BUCE) in which the power supply is vital and non-interruptible, a second typology (BEV) of vehicles and goods containment means equipped with an energy storage system (BE) with autonomous propulsion in which at least a minimum charge (SC) must be guaranteed upon arrival at the destination station, and a third typology (UCS) of vehicles and goods containment means equipped with an energy storage system (BUCS) which includes all vehicles without autonomous propulsion and which do not require vital power supply, in which the said system control and regulation module (30.30m) has the objective of guaranteeing the level of charge required by the users upon disembarkation and participates in the management of the system smart-grid (02). 2. The integrated energy management system (CEMS) according to claim 1, wherein said train (TR) comprises at least one dedicated traction unit or locomotive (10) and a plurality of railway wagons or carriages or flatbeds (90) for the transport of the different load units (20). 3. The integrated energy management system (CEMS) according to claim 1 or claim 2, wherein said railway power line (16) is supplied with direct current or with alternating current. 4. The integrated energy management system (CEMS) according to any of the preceding claims, wherein said dedicated traction unit (10) is equipped with a power outlet (12), and downstream of the power outlet (12) there are traction and braking converters which drive the traction motors (14). 5. The integrated energy management system (CEMS) according to any of the preceding claims, wherein in said dedicated traction unit (10) there is a bidirectional converter (50) for charging and discharging the train batteries (54), 6. The integrated energy management system (CEMS) according to any of the preceding claims, wherein the train line (18) is generated by the bidirectional power converter (32) of the system control and regulation module (30) which makes possible, through the aforementioned connectors (42), the exchange of energy between the various storage and power supply systems along the train pertaining to the different load units (20). 7. The integrated energy management system (CEMS) according to any of the preceding claims, wherein each load unit (20) is equipped with its own bidirectional converter (40) which performs the charging/discharging of the batteries (44). 8. The integrated energy management system (CEMS) according to any of the preceding claims, wherein the system includes wired or wireless data lines (48, 46, 38) which carry all data and information from the sensors and to the actuators present in the control modules (30, 30m, 40, 50, 60). 9. The integrated energy management system (CEMS) according to claim 4, wherein the power outlet (12) and the system control and regulation module (30,30m), are installed in a special module (70) on board a railway wagon (90) which also transports load units (20) or are installed in a special module (100) on board a dedicated railway wagon (110). 10. The integrated energy management system (CEMS) according to claim 9, wherein the special module (70) also contains the bidirectional converter (50) and the train batteries (54). 11. The integrated energy management system (CEMS) according to claim 9, wherein the special module (100) also contains the bidirectional converter (50) and the train batteries (54). 12. The integrated energy management system (CEMS) according to claim 9 or claim 10, wherein the special module (70) is equipped with a driver's cabin (75). 13. The integrated energy management system (CEMS) according to claim 9, 10, or 11, wherein the railway wagon (110) is equipped with a driver's cabin (115). 14. The integrated energy management system (CEMS) according to one of claims 9-13, wherein the special module (70) is equipped with traction motors/regenerative braking system (74). 15. The integrated energy management system (CEMS) according to one of claims 9-13, wherein the special module (100) installed on the railway wagon (110) is equipped with traction motors/regenerative braking system (114). 16. The integrated energy management system (CEMS) according to one of claims 9-15, wherein the railway wagons (90) which also transport load units (20) or the dedicated railway wagons (110) are distributed along the convoy to allow greater modularity and a smaller sizing of the train line (18) and ensure a higher degree of redundancy for higher system availability. 17. The integrated energy management system (CEMS) according to any of the preceding claims 9-15, wherein said train (TR) comprises a plurality of traction units (10) wherein the same are equipped with a control module (30) and wherein one of said control modules (30) self-configures as the master module (30m) of the on-board smart grid (01). 18. The integrated energy management system (CEMS) according to claim 17, wherein in the event of failure of a traction unit (10), another takes control of the entire on-board smart grid (01). 19. The integrated energy management system (CEMS) according to claim 17, wherein in the presence of multiple special modules (70) or special railway wagons (110) the system control and regulation module (30) of one of these is configured as master (30m) and takes control of the on-board smart grid (01). 20. The integrated energy management system (CEMS) according to any of the preceding claims, wherein the system control and regulation module (30) comprises a bidirectional power converter (32) which bidirectionally interfaces the railway power line (16) with the train line (18), a first control section (34) which interfaces with the battery charging and discharging system (50), a second control section (36) which interfaces with the input/output peripheral units (60) present on each railway carriage (90) used for the transport of the load units (20) through the train data network (48). 21. The integrated energy management system (CEMS) according to claim 20, wherein the second section (36) acquires the information and data relating to the type of load unit (BEV, UCE,UCS) and to the energy system, i.e. the parameters of the power line (16), the inputs of particular requests from the user (SC) and the status of all the train energy storage systems (TR) on board the wagons (90), on board the traction units (10) and of the special modules (70) and (100). 22. The integrated energy management system (CEMS) according to any of the preceding claims 7-21, wherein the bidirectional converter (40) is constituted by a single power section (42) which presides over the charging/discharging of the energy storage systems (44) of the load units (20) by means of bidirectional converters controlled and commanded via a data line (46) connected to the peripheral unit (60) on which commands, controls and measurements of parameters of the energy storage system of the load unit (20) are exchanged. 23. The integrated energy management system (CEMS) according to any of the preceding claims 7-22, wherein the module (50) comprises a power section (52) for charging/discharging the energy storage systems (54) and an I/O unit (56) dedicated to the management of the I/Os. 24. The integrated energy management system (CEMS) according to any of the preceding claims, wherein said load units (20) comprise both road vehicles (BEV) equipped with energy storage systems (BE), and load units (UCE) equipped with energy storage systems (BUCE) for the power supply of non-interruptible services, and load units (UCEa) equipped with autonomous propulsion, and load units (UCEb) without autonomous propulsion, and load units (UCS) equipped with energy storage systems (BUCS) for the power supply of services for which continuity of power supply is not necessary. 25. Integrated energy management system (CEMS) according to any of the preceding claims, wherein the integrated energy management system (CEMS) performs the following steps: - initialization of the system (200) with the mutual acquisition by all the control modules (30) of the position of all the other control modules (30) present on the train (TR); - setting and declaration (202) of the CEMS master management and control unit (03) as master control module (30m); - detection of the position and number (204) for each of the three types of loading units described above (BEV, UCE, UCS); - detection of the typologies and destinations (206) for each of the three typologies of loading units described above (BEV, UCE, UCS); - acquisition of any requests from the user (208) such as the level (SC) of energy storage or battery charge level at disembarkation for each of the three types of load units described above (BEV, UCE, UCS); - definition (210) of the position, quantity and types of load units (20) present on board and divided into BEV, UCE, UCS, and initialisation of the train network (18) via the information and data received from all peripheral control modules (60); - check (212) the presence of load units of type (UCE); - enables (214) the authorization to execute the control and command sub-processes CBUCE, SCBUCE, RDL, LIL, CBT for the standard load units (UCE) transported on railway wagons (90); - check (216) the presence of load units of type (BEV), - enables (218) the authorization to execute the CBE, SCBE, RDL, LIL, CBT control and command processes for BEV type load units transported on railway wagons (90); - check (220) the presence of UCS type load units; - enables (222) the authorization to execute the CBUCS, SCBUCS, RDL, LIL, CBT control and command sub-processes for UCS type load units transported on railway wagons (90); - performs a control cycle (224) which has the function of reconfiguring the network with the assignment of the correct sub-processes that can be performed as a consequence of loading and unloading operations or repositioning of load units (20) of different UCE, BEV, and UCS types in a stop at an intermediate loading and unloading station along the route; and - performs a control cycle (226) which checks that the network is intact and functioning during the journey between two loading and unloading stations and, if not, emits (228) an anomaly signal.