U.S. patent application number 16/658470 was filed with the patent office on 2020-02-13 for controlling operation of electrified vehicles traveling on inductive roadway to influence electrical grid.
The applicant listed for this patent is FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Douglas Raymond MARTIN, Kenneth James MILLER.
Application Number | 20200047620 16/658470 |
Document ID | / |
Family ID | 60329410 |
Filed Date | 2020-02-13 |
United States Patent
Application |
20200047620 |
Kind Code |
A1 |
MARTIN; Douglas Raymond ; et
al. |
February 13, 2020 |
CONTROLLING OPERATION OF ELECTRIFIED VEHICLES TRAVELING ON
INDUCTIVE ROADWAY TO INFLUENCE ELECTRICAL GRID
Abstract
A method for influencing the efficiency of an electrical grid
includes coordinating operation of a first electrified vehicle and
a second electrified vehicle traveling along an inductive roadway
and having opposite power needs in a manner that influences an
amount of energy supplied by the electrical grid during an
inductive roadway event.
Inventors: |
MARTIN; Douglas Raymond;
(Canton, MI) ; MILLER; Kenneth James; (Canton,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
FORD GLOBAL TECHNOLOGIES, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
60329410 |
Appl. No.: |
16/658470 |
Filed: |
October 21, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
15160149 |
May 20, 2016 |
10457147 |
|
|
16658470 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H02J 7/025 20130101;
H02J 50/80 20160201; Y02E 60/721 20130101; H02J 7/00034 20200101;
H02J 7/04 20130101; B60K 6/445 20130101; H02J 5/005 20130101; B60L
5/005 20130101; Y02E 60/00 20130101; Y02T 90/12 20130101; Y02T
90/122 20130101; H02J 7/007 20130101; Y02T 90/40 20130101; Y02T
90/128 20130101; H02J 50/10 20160201; B60L 58/30 20190201; Y04S
10/126 20130101; Y02T 90/16 20130101; Y10S 903/91 20130101; B60K
6/365 20130101; B60L 53/126 20190201; H02J 2310/48 20200101; Y02T
90/121 20130101; B60L 55/00 20190201; B60Y 2400/21 20130101; B60Y
2200/92 20130101; Y02T 10/7072 20130101; Y02T 90/14 20130101; Y10S
903/951 20130101; Y02T 90/163 20130101; Y02T 90/34 20130101; B60K
6/40 20130101; B60M 3/06 20130101 |
International
Class: |
B60L 5/00 20060101
B60L005/00; B60L 55/00 20060101 B60L055/00; B60L 53/12 20060101
B60L053/12; B60L 58/30 20060101 B60L058/30; H02J 7/04 20060101
H02J007/04; H02J 7/02 20060101 H02J007/02; H02J 50/10 20060101
H02J050/10; H02J 50/80 20060101 H02J050/80; B60M 3/06 20060101
B60M003/06; H02J 5/00 20060101 H02J005/00; B60K 6/445 20060101
B60K006/445; B60K 6/40 20060101 B60K006/40; B60K 6/365 20060101
B60K006/365 |
Claims
1. An electrified vehicle, comprising: a drive wheel; an energy
storage device configured to selectively provide power for driving
the drive wheel; and a control system configured with instructions
for coordinating a transfer of energy between the electrified
vehicle and other electrified vehicles traveling along an inductive
roadway and which have opposite power needs from the electrified
vehicle.
2. The electrified vehicle as recited in claim 1, wherein the
energy storage device is a battery pack.
3. The electrified vehicle as recited in claim 1, wherein the
control system is configured to adjust operation of the electrified
vehicle to either accept energy from an inductive roadway interface
or discharge energy to the inductive roadway interface.
4. The electrified vehicle as recited in claim 1, wherein the
control system is configured to detect the other electrified
vehicles traveling on the inductive roadway prior to coordinating
the transfer of energy.
5. The electrified vehicle as recited in claim 1, wherein the
electrified vehicle includes an inductive charging system in
communication with an inductive roadway interface to transfer the
energy.
6. The electrified vehicle as recited in claim 1, wherein the
opposite power needs indicate that the electrified vehicle or one
of the other electrified vehicles needs to discharge excess
regenerative energy to the inductive roadway and the other of the
electrified vehicle and the one of the other electrified vehicles
needs to receive power from the inductive roadway.
7. The electrified vehicle as recited in claim 1, wherein the
control system is configured to receive a wireless grid signal from
an electrical grid.
8. The electrified vehicle as recited in claim 1, comprising a
power source configured to selectively power the drive wheels.
9. The electrified vehicle as recited in claim 8, wherein the power
source is an engine.
10. The electrified vehicle as recited in claim 8, wherein the
power source is a fuel cell.
11. The electrified vehicle as recited in claim 1, wherein the
control system is configured to command the electrified vehicle to
add a first amount of energy to the inductive roadway when the
electrified vehicle is traveling along an area of expected power
absorption of the inductive roadway and at least one of the other
electrified vehicles is traveling along an area of expected power
usage of the inductive roadway.
12. The electrified vehicle as recited in claim 11, wherein the
control system is configured to command the electrified vehicle to
add a second amount of energy to the inductive roadway when an
electrical surplus is still occurring on the electrified vehicle
after adding the first amount of energy to the inductive
roadway.
13. The electrified vehicle as recited in claim 1, wherein the
electrified vehicle and the other electrified vehicles are in
motion along the inductive roadway when coordinating the transfer
of the energy.
14. The electrified vehicle as recited in claim 1, wherein the
control system is configured to command the electrified vehicle to
communicate vehicle data to an inductive roadway interface of the
inductive roadway.
15. The electrified vehicle as recited in claim 1, wherein the
control system is configured to command the electrified vehicle to
communicate vehicle data to an electrical grid that powers the
inductive roadway.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This is a divisional of U.S. patent application Ser. No.
15/160,149, filed on May 20, 2016, which is now U.S. Pat. No.
10,457,147.
TECHNICAL FIELD
[0002] This disclosure relates to vehicle systems and methods for
controlling electrified vehicles. Operation of two or more
electrified vehicles traveling along an inductive roadway and
having opposite power needs may be coordinated in a manner that
influences the efficiency of both the electrical grid and the
electrified vehicles.
BACKGROUND
[0003] The need to reduce automotive fuel consumption and emissions
is well known. Therefore, vehicles are being developed that reduce
reliance on internal combustion engines. Electrified vehicles are
one type of vehicle currently being developed for this purpose. In
general, electrified vehicles differ from conventional motor
vehicles because they are selectively driven by one or more battery
powered electric machines and may have additional power sources
such as an internal combustion engine. Conventional motor vehicles,
by contrast, rely exclusively on the internal combustion engine to
drive the vehicle.
[0004] A high voltage battery pack typically powers the electric
machines and other electrical loads of the electrified vehicle. The
battery pack includes a plurality of battery cells that must be
periodically recharged. The energy necessary for recharging the
battery cells is commonly sourced from an electrical grid. The
electrical grid includes an interconnected network of generating
stations (coal, gas, nuclear, chemical, hydro, solar, wind, etc.),
demand centers, and transmission lines that produce and deliver
electrical power to consumers. Energy production of the electrical
grid must be constantly balanced against the energy demand from the
consumers.
SUMMARY
[0005] A method for influencing the efficiency of an electrical
grid according to an exemplary aspect of the present disclosure
includes, among other things, coordinating operation of a first
electrified vehicle and a second electrified vehicle traveling
along an inductive roadway and having opposite power needs in a
manner that influences an amount of energy supplied by the
electrical grid during an inductive roadway event.
[0006] In a further non-limiting embodiment of the foregoing
method, the opposite power needs indicate that one of the first
electrified vehicle and the second electrified vehicle needs to
discharge excess regenerative energy to the inductive roadway and
the other of the first electrified vehicle and the second
electrified vehicle needs to receive power from the inductive
roadway.
[0007] In a further non-limiting embodiment of either of the
foregoing methods, the method includes communicating vehicle data
from both the first electrified vehicle and the second electrified
vehicle to an inductive roadway interface and the electrical
grid.
[0008] In a further non-limiting embodiment of any of the foregoing
methods, coordinating the operation of the first electrified
vehicle and the second electrified vehicle includes at least one of
providing more or less battery power, engine power or wheel
torque.
[0009] In a further non-limiting embodiment of any of the foregoing
methods, the method includes adding energy from the first
electrified vehicle to the inductive roadway and then from the
inductive roadway to the second electrified vehicle if the first
electrified vehicle is traveling along an area of expected power
absorption of the inductive roadway and the second electrified
vehicle is traveling along an area of expected power usage of the
inductive roadway.
[0010] In a further non-limiting embodiment of any of the foregoing
methods, the method includes, prior to coordinating operation,
determining whether the first electrified vehicle and the second
electrified vehicle are traveling along the inductive roadway and
are exhibiting the opposite power needs.
[0011] In a further non-limiting embodiment of any of the foregoing
methods, the method includes determining a common power necessary
to meet a power demand of both the first electrified vehicle and
the second electrified vehicle.
[0012] In a further non-limiting embodiment of any of the foregoing
methods, coordinating operation of the first electrified vehicle
and the second electrified vehicle includes controlling an
inductive charging system of the first electrified vehicle and the
second electrified vehicle to either send electrical energy to the
inductive roadway or accept electrical energy from the inductive
roadway.
[0013] In a further non-limiting embodiment of any of the foregoing
methods, coordinating operation of the first electrified vehicle
and the second electrified vehicle includes discharging energy from
the first electrified vehicle traveling on a first section of the
inductive roadway to an inductive roadway interface and powering a
second electrified vehicle traveling on a second section of the
inductive roadway using the energy discharged from the first
electrified vehicle.
[0014] In a further non-limiting embodiment of any of the foregoing
methods, the method includes adding additional energy to the second
electrified vehicle from the electrical grid if an electrical
shortage is still occurring on the second electrified vehicle after
powering the second electrified vehicle using the energy discharged
from the first electrified vehicle.
[0015] In a further non-limiting embodiment of any of the foregoing
methods, the method includes discharging additional energy from the
first electrified vehicle to the inductive roadway if an electrical
surplus is still occurring on the first electrified vehicle after
powering the second electrified vehicle using the energy discharged
from the first electrified vehicle.
[0016] An electrified vehicle according to another exemplary aspect
of the present disclosure includes, among other things, a set of
drive wheels, an energy storage device configured to selectively
power the drive wheels, and a control system configured with
instructions for coordinating a transfer of energy between the
electrified vehicle and other electrified vehicles traveling along
an inductive roadway and which have opposite power needs from the
electrified vehicle.
[0017] In a further non-limiting embodiment of the foregoing
electrified vehicle, the energy storage device is a battery
pack.
[0018] In a further non-limiting embodiment of either of the
foregoing electrified vehicles, the control system is configured to
adjust operation of the electrified vehicle to either accept energy
from or discharge energy to an inductive roadway interface.
[0019] In a further non-limiting embodiment of any of the foregoing
electrified vehicles, the control system is configured to detect
the other electrified vehicles traveling on the inductive roadway
prior to coordinating the transfer of energy.
[0020] In a further non-limiting embodiment of any of the foregoing
electrified vehicles, the electrified vehicle includes an inductive
charging system in communication with an inductive roadway
interface to transfer the energy.
[0021] In a further non-limiting embodiment of any of the foregoing
electrified vehicles, the opposite power needs indicate that the
electrified vehicle or one of the other electrified vehicles needs
to discharge excess regenerative energy to the inductive roadway
and the other of the electrified vehicle and the one of the other
electrified vehicles needs to receive power from the inductive
roadway.
[0022] In a further non-limiting embodiment of any of the foregoing
electrified vehicles, the control system is configured to receive a
wireless grid signal from an electrical grid.
[0023] In a further non-limiting embodiment of any of the foregoing
electrified vehicles, a power source is configured to selectively
power the drive wheels.
[0024] In a further non-limiting embodiment of any of the foregoing
electrified vehicles, the power source is an engine or a fuel
cell.
[0025] The embodiments, examples and alternatives of the preceding
paragraphs, the claims, or the following description and drawings,
including any of their various aspects or respective individual
features, may be taken independently or in any combination.
Features described in connection with one embodiment are applicable
to all embodiments, unless such features are incompatible.
[0026] The various features and advantages of this disclosure will
become apparent to those skilled in the art from the following
detailed description. The drawings that accompany the detailed
description can be briefly described as follows.
BRIEF DESCRIPTION OF THE DRAWINGS
[0027] FIG. 1 schematically illustrates a powertrain of an
electrified vehicle.
[0028] FIG. 2 illustrates electrified vehicles traveling along an
inductive roadway.
[0029] FIG. 3 schematically illustrates a control strategy for
controlling an electrified vehicle in a manner that aids in
balancing an electrical grid while traveling along an inductive
roadway.
[0030] FIGS. 4 and 5 schematically illustrate exemplary
implementations of the control strategy of FIG. 3.
[0031] FIG. 6 schematically illustrates another control strategy
for coordinating operation of electrified vehicles traveling along
an inductive roadway in a manner that influences the efficiency of
the inductive roadway.
DETAILED DESCRIPTION
[0032] This disclosure describes a vehicle system for communicating
with other electrified vehicles traveling along an inductive
roadway. An exemplary vehicle control strategy includes controlling
operation of electrified vehicles traveling along the inductive
roadway and having opposite power needs in a manner that influences
the efficiency of an electrical grid. In some embodiments, energy
is discharged from a first electrified vehicle traveling on a first
section of the inductive roadway (e.g., an area of expected power
absorption such as downhill sections or exit ramps) to an inductive
roadway interface, and this energy is then used to power a second
electrified vehicle traveling on a second section of the inductive
roadway (e.g., an area of expected power usage such as uphill
sections or on-ramps). This strategy improves the efficiencies of
the inductive roadway and the electrified vehicles traveling
thereon by minimizing the amount of power supplied by the
electrical grid. These and other features are discussed in greater
detail in the following paragraphs of this detailed
description.
[0033] FIG. 1 schematically illustrates a powertrain 10 of an
electrified vehicle 12. In one non-limiting embodiment, the
electrified vehicle 12 is a hybrid electric vehicle (HEV). In
another non-limiting embodiment, the electrified vehicle 12 is a
fuel cell vehicle. In yet another non-limiting embodiment, the
electrified vehicle 12 is an electric train. Other electrified
vehicles, including any vehicle capable of generating electrical
energy and sending it to the grid, could also benefit from the
teachings of this disclosure.
[0034] In one non-limiting embodiment, the powertrain 10 is a
power-split powertrain system that employs a first drive system and
a second drive system. The first drive system includes a
combination of an engine 14 and a generator 18 (i.e., a first
electric machine). The second drive system includes at least a
motor 22 (i.e., a second electric machine) and a battery pack 24.
In this example, the second drive system is considered an electric
drive system of the powertrain 10. The first and second drive
systems generate torque to drive one or more sets of vehicle drive
wheels 28 of the electrified vehicle 12. Although a power-split
configuration is shown, this disclosure extends to any hybrid or
electric vehicle including full hybrids, parallel hybrids, series
hybrids, mild hybrids or micro hybrids.
[0035] The engine 14, which in one embodiment is an internal
combustion engine, and the generator 18 may be connected through a
power transfer unit 30, such as a planetary gear set. Of course,
other types of power transfer units, including other gear sets and
transmissions, may be used to connect the engine 14 to the
generator 18. In one non-limiting embodiment, the power transfer
unit 30 is a planetary gear set that includes a ring gear 32, a sun
gear 34, and a carrier assembly 36.
[0036] The generator 18 can be driven by the engine 14 through the
power transfer unit 30 to convert kinetic energy to electrical
energy. The generator 18 can alternatively function as a motor to
convert electrical energy into kinetic energy, thereby outputting
torque to a shaft 38 connected to the power transfer unit 30.
Because the generator 18 is operatively connected to the engine 14,
the speed of the engine 14 can be controlled by the generator
18.
[0037] The ring gear 32 of the power transfer unit 30 may be
connected to a shaft 40, which is connected to vehicle drive wheels
28 through a second power transfer unit 44. The second power
transfer unit 44 may include a gear set having a plurality of gears
46. Other power transfer units may also be suitable. The gears 46
transfer torque from the engine 14 to a differential 48 to
ultimately provide traction to the vehicle drive wheels 28. The
differential 48 may include a plurality of gears that enable the
transfer of torque to the vehicle drive wheels 28. In one
embodiment, the second power transfer unit 44 is mechanically
coupled to an axle 50 through the differential 48 to distribute
torque to the vehicle drive wheels 28. In one embodiment, the power
transfer units 30, 44 are part of a transaxle 20 of the electrified
vehicle 12.
[0038] The motor 22 can also be employed to drive the vehicle drive
wheels 28 by outputting torque to a shaft 52 that is also connected
to the second power transfer unit 44. In one embodiment, the motor
22 is part of a regenerative braking system. For example, the motor
22 can each output electrical power to the battery pack 24.
[0039] The battery pack 24 is an exemplary electrified vehicle
battery. The battery pack 24 may be a high voltage traction battery
pack that includes a plurality of battery assemblies 25 (i.e.,
battery arrays or groupings of battery cells) capable of outputting
electrical power to operate the motor 22, the generator 18 and/or
other electrical loads of the electrified vehicle 12. Other types
of energy storage devices and/or output devices can also be used to
electrically power the electrified vehicle 12.
[0040] In one non-limiting embodiment, the electrified vehicle 12
has at least two basic operating modes. The electrified vehicle 12
may operate in an Electric Vehicle (EV) mode where the motor 22 is
used (generally without assistance from the engine 14) for vehicle
propulsion, thereby depleting the battery pack 24 state of charge
up to its maximum allowable discharging rate under certain driving
patterns/cycles. The EV mode is an example of a charge depleting
mode of operation for the electrified vehicle 12. During EV mode,
the state of charge of the battery pack 24 may increase in some
circumstances, for example due to a period of regenerative braking.
The engine 14 is generally OFF under a default EV mode but could be
operated as necessary based on a vehicle system state or as
permitted by the operator.
[0041] The electrified vehicle 12 may additionally operate in a
Hybrid (HEV) mode in which the engine 14 and the motor 22 are both
used for vehicle propulsion. The HEV mode is an example of a charge
sustaining mode of operation for the electrified vehicle 12. During
the HEV mode, the electrified vehicle 12 may reduce the motor 22
propulsion usage in order to maintain the state of charge of the
battery pack 24 at a constant or approximately constant level by
increasing the engine 14 propulsion. The electrified vehicle 12 may
be operated in other operating modes in addition to the EV and HEV
modes within the scope of this disclosure.
[0042] The electrified vehicle 12 may also include a charging
system 16 for charging the energy storage devices (e.g., battery
cells) of the battery pack 24. The charging system 16 may be
connected to an external power source (not shown) for receiving and
distributing power throughout the vehicle. The charging system 16
may also be equipped with power electronics used to convert AC
power received from the external power supply to DC power for
charging the energy storage devices of the battery pack 24. The
charging system 16 may also accommodate one or more conventional
voltage sources from the external power supply (e.g., 110 volt, 220
volt, etc.). In yet another non-limiting embodiment, the charging
system 16 is an inductive charging system.
[0043] The powertrain 10 shown in FIG. 1 is highly schematic and is
not intended to limit this disclosure. Various additional
components could alternatively or additionally be employed by the
powertrain 10 within the scope of this disclosure.
[0044] FIG. 2 schematically depicts a first electrified vehicle 12A
and a second electrified vehicle 12B traveling along an inductive
roadway 54. The electrified vehicles 12A, 12B may be any distance
from one another. The first electrified vehicle 12A is traveling
along a first section S1 of the inductive roadway 54, and the
second electrified vehicle 12B is traveling on a second section S2
of the inductive roadway 54. The first section S1 and the second
section S2 are different sections of the inductive roadway 54, as
is further discussed below. The first section S1 and the second
section S2 are not necessarily directly adjacent to one another as
depicted in the highly schematic rendering of FIG. 2. In addition,
although two vehicles are depicted in this figure, any number of
electrified vehicles could travel in the vicinity of one another
along the inductive roadway 54.
[0045] The inductive roadway 54 includes a network of
interconnected charging modules 62 that may be embedded inside the
inductive roadway 54 or fixated overhead of the inductive roadway
54, for example. In a non-limiting embodiment, each of the first
section S1 and the second section S2 of the inductive roadway 54
includes a plurality of charging modules 62. The charging modules
62 are connected to and thus powered by an electrical grid 58
(shown schematically at connection 99). Each charging module 62
includes a coil 64 capable of selectively emitting an
electromagnetic field 66 for either transferring energy to the
electrified vehicle 12 or receiving energy from the electrified
vehicle 12. Thus, the charging modules 62 may act as either
receiver or transmitter devices. An inductive roadway interface 65
of the inductive roadway 54 is configured to communicate with the
electrified vehicles 12A, 12B for controlling operation of the
charging modules 62 to either send electrical energy to the
electrified vehicle 12 or receive electrical energy from the
electrified vehicles 12A, 12B.
[0046] Each electrified vehicle 12A, 12B includes an inductive
charging system 68 having a coil 70 adapted to communicate with the
coils 64 of the charging modules 62 of the inductive roadway 54 via
electromagnetic induction. The coils 70 of the inductive charging
systems 68 are capable of emitting an electromagnetic field 76 for
either receiving energy from the inductive roadway 54 or
transferring energy to the inductive roadway 54. Thus, like the
charging modules 62, the inductive charging systems 68 may act as
either receivers or transmitters.
[0047] As the electrified vehicles 12A, 12B travel along the
inductive roadway 54, the coils 70 of the inductive charging
systems 68 may be maneuvered into relatively close proximity to the
coil 64 of one or more of the charging modules 62 so that power can
be transmitted between the electrified vehicles 12A, 12B and the
inductive roadway 54. In this disclosure, the term "inductive
roadway event" indicates an event in which an electrified vehicle
is traveling along the inductive roadway 54 and is either accepting
electrical energy from the inductive roadway 54 or sending
electrical energy to the inductive roadway 54.
[0048] Each electrified vehicle 12A, 12B includes a vehicle system
56 configured to communicate with other electrified vehicles, the
inductive roadway 54, and the electrical grid 58 in a manner that
influences the electrical grid 58. For example, it may be desirable
to improve the efficiencies of both the electrical grid 58 and the
electrified vehicles 12A, 12B that are traveling along the
inductive roadway 54. Thus, as further detailed below, operation of
the electrified vehicles 12A, 12B may be coordinated and
selectively controlled in a manner that influences the electrical
grid 58 during an inductive roadway event.
[0049] The various components of each vehicle system 56 are shown
schematically in FIG. 2 to better illustrate the features of this
disclosure. These components, however, are not necessarily depicted
in the exact locations where they would be found in an actual
vehicle.
[0050] In a non-limiting embodiment, each exemplary vehicle system
56 includes a power source 55, a high voltage battery pack 57, the
inductive charging system 68, and a control system 60. The power
source 55 may be an engine, such as an internal combustion engine,
a fuel cell, or any other device capable of generating electricity.
The battery pack 57 may include one or more battery assemblies each
having a plurality of battery cells, or any other type of energy
storage device. The energy storage devices of the battery pack 57
store electrical energy that is selectively supplied to power
various electrical loads residing onboard the electrified vehicle
12. These electrical loads may include various high voltage loads
(e.g., electric machines, etc.) or various low voltage loads (e.g.,
lighting systems, low voltage batteries, logic circuitry, etc.).
The energy storage devices of the battery pack 57 are configured to
either accept energy received at the inductive charging system 68
from the inductive roadway 54 or add energy to the inductive
roadway 54.
[0051] Each inductive charging system 68 may be equipped with power
electronics configured to convert AC power received from the
inductive roadway 54, and thus from the electrical grid 58, to DC
power for charging the energy storage devices of the battery pack
57, or for converting the DC power received from the battery pack
57 to AC power for adding energy to the electrical grid 58. The
inductive charging system 68 may also be configured to accommodate
one or more conventional voltage sources.
[0052] One exemplary function of the control system 60 of each
vehicle system 56 is to control operation of the power source 55
during certain conditions to help balance the electrical grid 58.
For example, the control system 60 may adjust operation of the
power source 55 to either conserve a state of charge (SOC) of the
battery pack 57 or deplete the SOC of the battery pack 57 during an
inductive roadway event depending on the state of the electrical
grid 58. The power source 55 of each electrified vehicle 12A, 12B
may be commanded ON (e.g., the power output may be increased or the
run time may be increased) and its associated actuators adjusted
during the inductive roadway event if the electrical grid 58 has an
energy shortage. The battery pack 57 SOC is therefore conserved
during the drive event for adding energy to the electrical grid
during the subsequent inductive roadway event. The operation of
each power source 55 may alternatively be restricted (e.g., the
power output is decreased or the run time is decreased) and its
associated actuators adjusted during the inductive roadway event if
the electrical grid 58 has an energy surplus. The battery pack 57
SOC is therefore depleted during the inductive roadway event and
can be replenished by accepting energy from the electrical grid 58
during a subsequent portion of the inductive roadway event. Each
control system 60 may additionally control various other
operational aspects of the electrified vehicle 12.
[0053] Each control system 60 may be part of an overall vehicle
control system or could be a separate control system that
communicates with the vehicle control system. The control systems
60 include one or more control modules 78 equipped with executable
instructions for interfacing with and commanding operation of
various components of the vehicle system 56. For example, in one
non-limiting embodiment, each of the power source 55, the battery
pack 57, and the inductive charging system 68 include a control
module, and these control modules communicate with one another over
a controller area network (CAN) to control the electrified vehicles
12A, 12B. In another non-limiting embodiment, each control module
78 of the control system 60 includes a processing unit 72 and
non-transitory memory 74 for executing the various control
strategies and modes of the vehicle system 56. Exemplary control
strategies are further discussed below with reference to FIG. 3 and
FIG. 6.
[0054] Another exemplary function of each control system 60 is to
communicate with the electrical grid 58 over a cloud 80 (i.e., the
internet). Upon an authorized request, a wireless grid signal 82
may be transmitted to the control systems 60. Each wireless grid
signal 82 includes instructions for controlling the electrified
vehicles 12A, 12B in order to balance the electrical grid 58 during
an inductive roadway event. These instructions may be based, at
least in part, on whether the electrical grid 58 is likely to
experience an energy shortage or an energy surplus during the
inductive roadway event. In a non-limiting embodiment, the wireless
grid signals 82 instruct the control systems 60 to adjust the
operation of the power sources 55 during the inductive roadway
event to either conserve/increase the SOC of the battery packs 57
(e.g., to anticipate SOC depletion if energy shortage conditions
are expected) or deplete the SOC of the battery packs 57 (e.g., to
anticipate SOC increase if energy surplus conditions are
expected).
[0055] The wireless grid signals 82 may be communicated via a
cellular tower 84 or some other known communication technique. The
control systems 60 may include a transceiver 86 for bidirectional
communication with the cellular tower 84. For example, each
transceiver 86 can receive the wireless grid signal 82 from the
electrical grid 58 or can communicate data back to the electrical
grid 58 via the cellular tower 84. Although not necessarily shown
or described in this highly schematic embodiment, numerous other
components may enable bidirectional communication between the
electrified vehicles 12A, 12B and the electrical grid 58.
[0056] Yet another exemplary function of the control systems 60 is
to communicate with the inductive roadway interface 65 of the
inductive roadway 54. In a non-limiting embodiment, each control
system 60 communicates information to the inductive roadway
interface 65 for coordinating the exchange of energy between the
charging modules 62 and the inductive charging system 68. This
information includes, but is not limited to, vehicle identification
data, vehicle location data, vehicle direction and velocity data,
and charging data. The charging data may include requested power,
maximum charging power, maximum discharge power, priority of charge
or discharge, etc. The control systems 60 are equipped with all
necessary hardware and software for achieving secure, bidirectional
communication with both the electrical grid 58 and the inductive
roadway 54.
[0057] In yet another non-limiting embodiment, the first section S1
of the inductive roadway 54 is an area of expected power
absorption, and the second section S2 of the inductive roadway 54
is an area of expected power usage. Non-limiting examples of areas
of expected power absorption include downhill sections or exit
ramps of the inductive roadway 54, and non-limiting examples of
areas of expected power usage include uphill sections and on-ramps
of the inductive roadway 54. In such a situation, operation of the
electrified vehicles 12A, 12B (and any other electrified vehicles
in near proximity) may be coordinated and controlled in a manner
that influences the efficiency of both the electrical grid 58 and
each electrified vehicle 12A, 12B.
[0058] For example, rather than supplying the second electrified
vehicle 12B with energy from the electrical grid 58 as it travels
along the second section S2, energy (e.g., excess regeneration
energy harvested during travel along the section S1 of the
inductive roadway 54) may instead be transferred from the first
electrified vehicle 12A to the inductive roadway interface 65 and
then from the inductive roadway interface 65 to the second
electrified vehicle 12B for powering that vehicle along the second
section S2. The control systems 60, the inductive roadway interface
65, and the electrical grid 58 are adapted to communicate with one
another for coordinating such an energy transfer between the first
and second electrified vehicles 12A, 12B during an inductive
roadway event.
[0059] FIG. 3, with continued reference to FIGS. 1 and 2,
schematically illustrates a control strategy 100 for controlling
the vehicle system 56 of an electrified vehicle 12 (e.g., either
the vehicle 12A, the vehicle 12B, or both). For example, the
control strategy 100 can be performed to control operation of the
electrified vehicle 12 in a manner that balances the electrical
grid 58 during an inductive roadway event. In one non-limiting
embodiment, the control system 60 of the vehicle system 56 is
programmed with one or more algorithms adapted to execute the
exemplary control strategy 100, or any other control strategy. In
another non-limiting embodiment, the control strategy 100 is stored
as executable instructions in the non-transitory memory 74 of the
control module 78 of the control system 60.
[0060] The control strategy 100 begins at block 102. At block 104,
the electrified vehicle 12 communicates with the electrical grid 58
and the inductive roadway 54. Vehicle data associated with the
electrified vehicle 12 is collected by the control system 60 and
may be communicated to both the electrical grid 58 and the
inductive roadway interface 65. The vehicle data may include
expected drive routes of the electrified vehicle 12, current and
expected SOC's of the battery pack 57, charging information, and
any other relevant vehicle information. The vehicle data can
optionally be used by the electrical grid 58 and/or the inductive
roadway interface 65 to schedule inductive charging events during
the inductive roadway event in a manner that influences the
electrical grid 58.
[0061] The control system 60 of the electrified vehicle 12
determines whether a wireless grid signal 82 has been received from
the electrical grid 58 at block 106. The electrical grid 58 may
predict whether it is likely to have an energy shortage or an
energy surplus at any given date, day and time. These predictions
may be based on expected energy demand that may fluctuate based on
conditions such as weather affecting the demand for household A/C
usage; and compared to, expected energy production from renewable
sources, to determine opportunities to optimize the usage and
storage of renewable energy in connection with a vehicle battery.
The renewable production sources may vary based on sun and wind
forecasts. Furthermore, the total energy production of renewable
and fossil fuel is compared to the demand to determine if storing
or using more vehicle battery can be used to balance transient grid
imbalances rather than employing additional low-efficiency gas
generators. The wireless grid signal 82 is based on these
predictions and includes instructions for controlling the
electrified vehicle 12 to balance the electrical grid 58.
[0062] Next, at block 108, the wireless grid signal 82 is analyzed
by the control system 60 to determine whether the electrical grid
58 anticipates an energy shortage or an energy surplus during the
next expected inductive roadway event of the electrified vehicle
12. If an energy shortage is expected, the control strategy 100
proceeds to block 109 by calculating the power needed to meet the
electrical request of the electrical grid 58 (e.g., power
needed=electrical power requested+immediate vehicle propulsion
power). Next, at block 110, the control system 60 actuates the
power source 55 ON so that the power source 55 powers the
electrified vehicle 12 instead of the battery pack 57. This may
include increasing the power output and/or increasing the run time
of the power source 55 if the power source 55 is already running In
this way, the SOC of the battery pack 57 is conserved during the
inductive roadway event. In another non-limiting embodiment, the
power output of the power source 55 can be controlled during block
110 to generate a greater amount of power than is necessary to
propel the electrified vehicle 12 to charge the battery pack 57 to
a greater SOC during certain grid conditions, such as extreme grid
shortages. After confirming whether the electrified vehicle 12 is
still traveling on an inductive roadway or confirming that the
electrical shortage is still occurring at block 111, the power
output of the power source 55 is increased to greater than the
propulsion power required to propel the electrified vehicle 12 at
block 112. Excess power can be added to the inductive roadway at
block 117. The control strategy 100 can then yet again confirm that
an electrical shortage is occurring at block 119.
[0063] The conserved energy of the battery pack 57 may then be
added to the electrical grid 58 to address the energy shortage at
block 121 during the inductive roadway event. This may occur by
first transferring the electrical energy from the battery pack 57
to the inductive charging system 68, which sends the energy to one
or more of the charging modules 62 of the inductive roadway 54.
Once received by the inductive roadway 54, the energy can be added
to the electrical grid 58.
[0064] Alternatively, if an energy surplus is expected at block
108, the power needed to meet the electrical request of the
electrical grid is determined at block 113. The control strategy
100 then proceeds to block 114 and minimizes operation of the power
source 55 prior to the inductive roadway event so that the battery
pack 57 primarily powers the electrified vehicle 12. In this way,
the SOC of the battery pack 57 is depleted during the inductive
roadway event. After confirming whether the electrified vehicle 12
is still traveling on an inductive roadway or confirming the
electrical surplus again at block 115, the power output or the run
time of the power source 55 is decreased at block 123. Excess power
can then be received from the inductive roadway at block 125. The
control strategy 100 can then yet again confirm that an electrical
surplus is occurring at block 127. Finally, the battery pack 57 can
be charged with power received by the inductive charging system 68
from the charging modules 62 of the inductive roadway 54, which is
first communicated from the electrical grid 58 to the inductive
roadway 54, to address the energy surplus at block 116.
[0065] FIGS. 4 and 5 graphically illustrate exemplary
implementations of the control strategy 100 described by FIG. 3.
These examples are provided for illustrative purposes only, and
therefore, the specific values and parameters indicated in these
figures are not intended to limit this disclosure in any way.
[0066] FIG. 4 illustrates a first grid condition in which an
electrical grid shortage is expected at a time T1 of the next
expected inductive roadway event of the electrified vehicle 12 (see
graph (a)). To address such a shortage, the power source 55 of the
electrified vehicle 12 is commanded ON (see graph (c)) at time TO,
which marks the beginning of an inductive roadway event D1, to
conserve the SOC of the battery pack 57 during the inductive
roadway event D1. The battery pack 57 SOC stays relatively
consistent during the inductive roadway event D1 (see graph (b)).
Therefore, during a time period between the time T1 and a time T2,
the electrical grid 58 is able to draw power from the battery pack
57, through the interface with the inductive roadway 54, to help
balance the electrical grid 58 (see graph (b)).
[0067] FIG. 5 illustrates a second grid condition in which an
electrical grid surplus is expected at the time T1 of the next
expected inductive roadway event D1 of the electrified vehicle 12
(see graph (a)). To address such a surplus, operation of the power
source 55 of the electrified vehicle 12 is restricted during the
inductive roadway event D1 and power source 55 start commands are
inhibited (see graph (c)) to maximize battery pack 57 usage during
the inductive roadway event D1. The battery pack 57 SOC is depleted
during the inductive roadway event D1 (see graph (b)). Therefore,
during a time period between the times T1 and T2, the electrical
grid 58 is able to send needed power to the inductive roadway 54
which then sends the power to the electrified vehicle 12 for
replenishing the SOC of the battery pack 57 to help balance the
electrical grid 58 (see graph (b)).
[0068] FIG. 6, with continued reference to FIGS. 1 and 2,
schematically illustrates a control strategy 200 for coordinating
operation of two or more electrified vehicles 12A, 12B traveling
along an inductive roadway 54. The control strategy 200 begins at
block 202. At block 204, the electrified vehicles 12A, 12B both
communicate with the electrical grid 58 and the inductive roadway
54. Vehicle data associated with the electrified vehicles 12A, 12B
is collected by the control systems 60 and may be communicated to
both the electrical grid 58 and the inductive roadway interface 65.
The vehicle data may be transmitted by Wi-Fi or cell phone using a
secure protocol. The vehicle data may include expected drive routes
of the electrified vehicles 12A, 12B, current and expected SOC's of
the battery packs 57, charging information, and any other relevant
vehicle information. The vehicle data can optionally be used by the
electrical grid 58 and/or the inductive roadway interface 65 to
schedule inductive charging events during the inductive roadway
event in a manner that influences the electrical grid 58.
[0069] The control system 60 of each electrified vehicle 12A, 12B
determines whether a wireless grid signal 82 has been received from
the electrical grid 58 at block 206. The electrical grid 58 may
predict whether it is likely to have an energy shortage or an
energy surplus at any given date, day and time. These predictions
may be based on expected energy demand that fluctuates based on
conditions such as weather affecting the demand for household A/C
usage; and compared to, expected energy production from renewable
sources, to determine opportunities to optimize the usage and
storage of renewable energy in connection with a vehicle battery.
The renewable production sources may vary based on sun and wind
forecasts. Furthermore, the total energy production of renewable
and fossil fuel is compared to the demand to determine if storing
or using more vehicle battery can be used to balance transient grid
imbalances rather than employing additional low-efficiency gas
generators. The wireless grid signal 82 is based on these
predictions and includes instructions for controlling each
electrified vehicle 12A, 12B to influence the electrical grid
58.
[0070] Next, at block 208, the control strategy 200 determines
whether one or more other electrified vehicles with opposite power
needs are traveling along the inductive roadway 54. For example, in
a non-limiting embodiment, the control systems 60 of the first
electrified vehicle 12A communicates with the control system 60 of
the second electrified vehicle 12B to determine if the second
electrified vehicle 12B has power needs which are the opposite of
the needs of the first electrified vehicle 12A. As used herein,
"opposite power needs" refers to the situation where one vehicle
has a need to discharge energy and a nearby vehicle has a need to
receive energy. In another non-limiting embodiment, the inductive
roadway interface 65 coordinates communication between the controls
systems 60 of the electrified vehicles 12A, 12B. Although two
vehicles are described in this example, there could be multiple
other electrified vehicles traveling along the inductive roadway 54
which have opposite power needs from the first electrified vehicle
12A. For example, if only partial opposite power is available from
the second electrified vehicle 12B, the first electrified vehicle
12A proceeds with the reduced power until another vehicle (e.g., a
third electrified vehicle) can complete the required power sum in
combination with the second electrified vehicle 12B or a forth
electrified vehicle is available that can fully match the needs of
the first electrified vehicle 12A.
[0071] If it is confirmed at block 208 that there are two or more
electrified vehicles on the inductive roadway 54 that have opposite
power needs, the control strategy proceeds to block 210. At this
step, the common power needed to meet the power needs of both the
first and second electrified vehicles 12A, 12B is calculated. In a
non-limiting embodiment, for example, the control system 60 of the
second electrified vehicle 12B may determine that it will need
additional power for traveling along the second section S2 of the
inductive roadway 54, and the control system 60 of the first
electrified vehicle 12A may determine that it will have excess
power it needs to discharge while traveling on the first section S1
of the inductive roadway 54. The control systems 60 thus coordinate
with one another to calculate the common power needs of both the
first electrified vehicle 12A and the second electrified vehicle
12B. The control systems 60 may then prepare to adjust the power
output of the electrified vehicles 12A, 12B to satisfy the common
power needs at block 212. Power output of the electrified vehicles
12A, 12B may be adjusted by suppling more or less battery power,
engine power, or wheel torque just prior to the inductive roadway
event.
[0072] After confirming an inductive roadway event at block 214,
the control strategy 200 proceeds to block 216 and the inductive
roadway 54 either supplies energy to the electrified vehicles 12A,
12B or receives energy from the electrified vehicles 12A, 12B.
Continuing with the example of the first electrified vehicle 12A
traveling on the first section S1 and the second first electrified
vehicle 12B traveling on the second section S2 of the inductive
roadway 54, the first electrified vehicle 12A discharges its excess
regeneration energy to the inductive roadway interface 65 while
traveling along the first section S1, and this energy is then
supplied to the second electrified vehicle 12B, such as to charge
the cells of the battery pack 57 or some other energy storage
device. In this way, the excess regeneration energy of the first
electrified vehicle 12A that is harvested by traveling along the
first section S1 of the inductive roadway 54 is used to power the
second electrified vehicle 12B as it travels along an area of high
power usage (i.e., the second section S2), thus decreasing the
amount of energy that must be supplied by the electrical grid 58
during the inductive roadway event.
[0073] The control strategy 200 may next proceed to block 218 where
a determination is made whether the energy storage devices of the
electrified vehicles 12A, 12B are still exhibiting an electrical
shortage or an electrical surplus after the power transfer that
occurs at block 216. If YES, additional energy is either added or
removed from the energy storage devices at block 220 by supplying
energy from the electrical grid 58 or supplying energy to the
electrical grid 58 through the inductive roadway interface 65. This
step may be performed, for example, if the energy transfer
occurring at block 216 in insufficient to meet the common power
demands of the electrified vehicles 12A, 12B.
[0074] Although the different non-limiting embodiments are
illustrated as having specific components or steps, the embodiments
of this disclosure are not limited to those particular
combinations. It is possible to use some of the components or
features from any of the non-limiting embodiments in combination
with features or components from any of the other non-limiting
embodiments.
[0075] It should be understood that like reference numerals
identify corresponding or similar elements throughout the several
drawings. It should be understood that although a particular
component arrangement is disclosed and illustrated in these
exemplary embodiments, other arrangements could also benefit from
the teachings of this disclosure.
[0076] The foregoing description shall be interpreted as
illustrative and not in any limiting sense. A worker of ordinary
skill in the art would understand that certain modifications could
come within the scope of this disclosure. For these reasons, the
following claims should be studied to determine the true scope and
content of this disclosure.
* * * * *