Regenerative electrical power system with state of charge management in view of predicted and/or scheduled stopover auxiliary power requirements

1. A method for managing a state of charge (SoC) of an energy store of a vehicle comprising:

storing a machine-readable encoding of a dynamic weight value that specifies a usage of a fuel-fed engine relative to a usage of the energy store, wherein the fuel-fed engine powers a drivetrain that provides primary motive forces to the vehicle, wherein the energy store is configured to supply electrical power to an electrically powered drive axle that provides supplemental torque to one or more wheels of the vehicle in a first mode of operation, and wherein the energy store is configured to receive energy recovered using the electrically powered drive axle in a second mode of operation;

computationally determining an estimated travel time to a stopover location based in part on a distance between a current GPS location of the vehicle and the stopover location;

using the estimated travel time, modifying the dynamic weight value to provide an updated dynamic weight value; and

responsive to providing the updated dynamic weight value, increasing the SoC of the energy store while the vehicle travels over a roadway to provide a target SoC of the energy store when the vehicle arrives at the stopover location.

2. The method of claim 1 , further comprising:

while at the stopover location and without idling of the fuel-fed engine, operating an auxiliary power unit (APU) on the vehicle, the auxiliary power unit coupled to receive electrical power from the energy store.

3. The method of claim 2 , further comprising:

electrically powering one or more devices or systems on the vehicle with the APU at the stopover location.

4. The method of claim 1 ,

wherein the computationally determining the estimated travel time further includes computationally determining at least one of (i) a first estimated travel time to a mandatory rest period, (ii) a second estimated travel time to a prior stopover location, and (iii) a third estimated travel time to a designated stopover location pre-assigned by a fleet manager or a vehicle operator.

5. The method of claim 1 , further comprising:

before computationally determining the estimated travel time to the stopover location, determining that the stopover location is along a projected route of the vehicle.

6. The method of claim 1 , further comprising:

computationally determining the target SoC of the energy store for operating the vehicle in an APU mode;

computationally determining a difference between the target SoC and a current SoC of the energy store;

computationally determining a time to charge the energy store to the target SoC; and

managing charging of the energy store over the computationally determined time.

7. The method of claim 1 , further comprising:

managing the SOC of the energy store by controllably managing a dynamic weight value that specifies usage of a fuel-fed engine of the vehicle relative to usage of the energy store.

8. The method of claim 1 ,

wherein the vehicle includes a towed vehicle, a towing vehicle, or a combination thereof.

9. A vehicle comprising a control system storing one or more sequences of instructions for managing a state of charge (SoC) of an energy store of the vehicle, which, when executed using one or more processors, cause the one or more processors to execute:

storing a machine-readable encoding of a dynamic weight value that specifies a usage of a fuel-fed engine relative to a usage of the energy store, wherein the fuel-fed engine powers a drivetrain that provides primary motive forces to the vehicle, wherein the energy store is configured to supply electrical power to an electrically powered drive axle that provides supplemental torque to one or more wheels of the vehicle in a first mode of operation, and wherein the energy store is configured to receive energy recovered using the electrically powered drive axle in a second mode of operation;

computationally determining an estimated travel time to a stopover location based in part on a distance between a current GPS location of the vehicle and the stopover location;

use the estimated travel time, modifying the dynamic weight value to provide an updated dynamic weight value; and

responsive to providing the updated dynamic weight value, increasing the SoC of the energy store while the vehicle travels over a roadway to provide a target SoC of the energy store when the vehicle arrives at the stopover location.

10. The vehicle of claim 9 , wherein the one or more sequences of instructions which, when executed using the one or more processors, further cause the one or more processors to execute:

while at the stopover location and without idling of the fuel-fed engine, operating an auxiliary power unit (APU) on the vehicle, the auxiliary power unit coupled to receive electrical power from the energy store.

11. The vehicle of claim 10 , wherein the one or more sequences of instructions which, when executed using the one or more processors, further cause the one or more processors to execute:

electrically powering one or more devices or systems on the vehicle with the APU at the stopover location.

12. The vehicle of claim 9 , wherein the one or more sequences of instructions which, when executed using the one or more processors, further cause the one or more processors to execute:

wherein the computationally determining the estimated travel time further includes computationally determining at least one of (i) a first estimated travel time to a mandatory rest period, (ii) a second estimated travel time to a prior stopover location, and (iii) a third estimated travel time to a designated stopover location pre-assigned by a fleet manager or a vehicle operator.

13. The vehicle of claim 9 , wherein the one or more sequences of instructions which, when executed using the one or more processors, further cause the one or more processors to execute:

before computationally determining the estimated travel time to the stopover location, determining that the stopover location is along a projected route of the vehicle.

14. The vehicle of claim 9 , wherein the one or more sequences of instructions which, when executed using the one or more processors, further cause the one or more processors to execute:

computationally determining the target SoC of the energy store for operating the vehicle in an APU mode;

computationally determining a difference between the target SoC and a current SoC of the energy store;

computationally determining a time to charge the energy store to the target SoC; and

managing charging of the energy store over the computationally determined time.

15. The vehicle of claim 9 , wherein the one or more sequences of instructions which, when executed using the one or more processors, further cause the one or more processors to execute:

managing the SOC of the energy store by controllably managing a dynamic weight value that specifies usage of a fuel-fed engine of the vehicle relative to usage of the energy store.

16. The vehicle of claim 9 , wherein the vehicle includes a towed vehicle, a towing vehicle, or a combination thereof.