Controlling operation of electrified vehicles traveling on inductive roadway to influence electrical grid

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.

TECHNICAL FIELD

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

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.

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

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

In a further non-limiting embodiment of the foregoing electrified vehicle, the energy storage device is a battery pack.

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.

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.

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.

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.

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.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, a power source is configured to selectively power the drive wheels.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the power source is an engine or a fuel cell.

DETAILED DESCRIPTION

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.

FIG. 1schematically illustrates a powertrain10of an electrified vehicle12. In one non-limiting embodiment, the electrified vehicle12is a hybrid electric vehicle (HEV). In another non-limiting embodiment, the electrified vehicle12is a fuel cell vehicle. In yet another non-limiting embodiment, the electrified vehicle12is 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.

In one non-limiting embodiment, the powertrain10is 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 engine14and a generator18(i.e., a first electric machine). The second drive system includes at least a motor22(i.e., a second electric machine) and a battery pack24. In this example, the second drive system is considered an electric drive system of the powertrain10. The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels28of the electrified vehicle12. 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.

The engine14, which in one embodiment is an internal combustion engine, and the generator18may be connected through a power transfer unit30, 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 engine14to the generator18. In one non-limiting embodiment, the power transfer unit30is a planetary gear set that includes a ring gear32, a sun gear34, and a carrier assembly36.

The generator18can be driven by the engine14through the power transfer unit30to convert kinetic energy to electrical energy. The generator18can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft38connected to the power transfer unit30. Because the generator18is operatively connected to the engine14, the speed of the engine14can be controlled by the generator18.

The ring gear32of the power transfer unit30may be connected to a shaft40, which is connected to vehicle drive wheels28through a second power transfer unit44. The second power transfer unit44may include a gear set having a plurality of gears46. Other power transfer units may also be suitable. The gears46transfer torque from the engine14to a differential48to ultimately provide traction to the vehicle drive wheels28. The differential48may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels28. In one embodiment, the second power transfer unit44is mechanically coupled to an axle50through the differential48to distribute torque to the vehicle drive wheels28. In one embodiment, the power transfer units30,44are part of a transaxle20of the electrified vehicle12.

The motor22can also be employed to drive the vehicle drive wheels28by outputting torque to a shaft52that is also connected to the second power transfer unit44. In one embodiment, the motor22is part of a regenerative braking system. For example, the motor22can each output electrical power to the battery pack24.

The battery pack24is an exemplary electrified vehicle battery. The battery pack24may be a high voltage traction battery pack that includes a plurality of battery assemblies25(i.e., battery arrays or groupings of battery cells) capable of outputting electrical power to operate the motor22, the generator18and/or other electrical loads of the electrified vehicle12. Other types of energy storage devices and/or output devices can also be used to electrically power the electrified vehicle12.

In one non-limiting embodiment, the electrified vehicle12has at least two basic operating modes. The electrified vehicle12may operate in an Electric Vehicle (EV) mode where the motor22is used (generally without assistance from the engine14) for vehicle propulsion, thereby depleting the battery pack24state 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 vehicle12. During EV mode, the state of charge of the battery pack24may increase in some circumstances, for example due to a period of regenerative braking. The engine14is 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.

The electrified vehicle12may additionally operate in a Hybrid (HEV) mode in which the engine14and the motor22are both used for vehicle propulsion. The HEV mode is an example of a charge sustaining mode of operation for the electrified vehicle12. During the HEV mode, the electrified vehicle12may reduce the motor22propulsion usage in order to maintain the state of charge of the battery pack24at a constant or approximately constant level by increasing the engine14propulsion. The electrified vehicle12may be operated in other operating modes in addition to the EV and HEV modes within the scope of this disclosure.

The electrified vehicle12may also include a charging system16for charging the energy storage devices (e.g., battery cells) of the battery pack24. The charging system16may be connected to an external power source (not shown) for receiving and distributing power throughout the vehicle. The charging system16may 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 pack24. The charging system16may 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 system16is an inductive charging system.

The powertrain10shown inFIG. 1is highly schematic and is not intended to limit this disclosure. Various additional components could alternatively or additionally be employed by the powertrain10within the scope of this disclosure.

FIG. 2schematically depicts a first electrified vehicle12A and a second electrified vehicle12B traveling along an inductive roadway54. The electrified vehicles12A,12B may be any distance from one another. The first electrified vehicle12A is traveling along a first section S1of the inductive roadway54, and the second electrified vehicle12B is traveling on a second section S2of the inductive roadway54. The first section S1and the second section S2are different sections of the inductive roadway54, as is further discussed below. The first section S1and the second section S2are not necessarily directly adjacent to one another as depicted in the highly schematic rendering ofFIG. 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 roadway54.

The inductive roadway54includes a network of interconnected charging modules62that may be embedded inside the inductive roadway54or fixated overhead of the inductive roadway54, for example. In a non-limiting embodiment, each of the first section S1and the second section S2of the inductive roadway54includes a plurality of charging modules62. The charging modules62are connected to and thus powered by an electrical grid58(shown schematically at connection99). Each charging module62includes a coil64capable of selectively emitting an electromagnetic field66for either transferring energy to the electrified vehicle12or receiving energy from the electrified vehicle12. Thus, the charging modules62may act as either receiver or transmitter devices. An inductive roadway interface65of the inductive roadway54is configured to communicate with the electrified vehicles12A,12B for controlling operation of the charging modules62to either send electrical energy to the electrified vehicle12or receive electrical energy from the electrified vehicles12A,12B.

Each electrified vehicle12A,12B includes an inductive charging system68having a coil70adapted to communicate with the coils64of the charging modules62of the inductive roadway54via electromagnetic induction. The coils70of the inductive charging systems68are capable of emitting an electromagnetic field76for either receiving energy from the inductive roadway54or transferring energy to the inductive roadway54. Thus, like the charging modules62, the inductive charging systems68may act as either receivers or transmitters.

As the electrified vehicles12A,12B travel along the inductive roadway54, the coils70of the inductive charging systems68may be maneuvered into relatively close proximity to the coil64of one or more of the charging modules62so that power can be transmitted between the electrified vehicles12A,12B and the inductive roadway54. In this disclosure, the term “inductive roadway event” indicates an event in which an electrified vehicle is traveling along the inductive roadway54and is either accepting electrical energy from the inductive roadway54or sending electrical energy to the inductive roadway54.

Each electrified vehicle12A,12B includes a vehicle system56configured to communicate with other electrified vehicles, the inductive roadway54, and the electrical grid58in a manner that influences the electrical grid58. For example, it may be desirable to improve the efficiencies of both the electrical grid58and the electrified vehicles12A,12B that are traveling along the inductive roadway54. Thus, as further detailed below, operation of the electrified vehicles12A,12B may be coordinated and selectively controlled in a manner that influences the electrical grid58during an inductive roadway event.

The various components of each vehicle system56are shown schematically inFIG. 2to 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.

In a non-limiting embodiment, each exemplary vehicle system56includes a power source55, a high voltage battery pack57, the inductive charging system68, and a control system60. The power source55may be an engine, such as an internal combustion engine, a fuel cell, or any other device capable of generating electricity. The battery pack57may 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 pack57store electrical energy that is selectively supplied to power various electrical loads residing onboard the electrified vehicle12. 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 pack57are configured to either accept energy received at the inductive charging system68from the inductive roadway54or add energy to the inductive roadway54.

Each inductive charging system68may be equipped with power electronics configured to convert AC power received from the inductive roadway54, and thus from the electrical grid58, to DC power for charging the energy storage devices of the battery pack57, or for converting the DC power received from the battery pack57to AC power for adding energy to the electrical grid58. The inductive charging system68may also be configured to accommodate one or more conventional voltage sources.

One exemplary function of the control system60of each vehicle system56is to control operation of the power source55during certain conditions to help balance the electrical grid58. For example, the control system60may adjust operation of the power source55to either conserve a state of charge (SOC) of the battery pack57or deplete the SOC of the battery pack57during an inductive roadway event depending on the state of the electrical grid58. The power source55of each electrified vehicle12A,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 grid58has an energy shortage. The battery pack57SOC 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 source55may 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 grid58has an energy surplus. The battery pack57SOC is therefore depleted during the inductive roadway event and can be replenished by accepting energy from the electrical grid58during a subsequent portion of the inductive roadway event. Each control system60may additionally control various other operational aspects of the electrified vehicle12.

Each control system60may be part of an overall vehicle control system or could be a separate control system that communicates with the vehicle control system. The control systems60include one or more control modules78equipped with executable instructions for interfacing with and commanding operation of various components of the vehicle system56. For example, in one non-limiting embodiment, each of the power source55, the battery pack57, and the inductive charging system68include a control module, and these control modules communicate with one another over a controller area network (CAN) to control the electrified vehicles12A,12B. In another non-limiting embodiment, each control module78of the control system60includes a processing unit72and non-transitory memory74for executing the various control strategies and modes of the vehicle system56. Exemplary control strategies are further discussed below with reference toFIG. 3andFIG. 6.

Another exemplary function of each control system60is to communicate with the electrical grid58over a cloud80(i.e., the internet). Upon an authorized request, a wireless grid signal82may be transmitted to the control systems60. Each wireless grid signal82includes instructions for controlling the electrified vehicles12A,12B in order to balance the electrical grid58during an inductive roadway event. These instructions may be based, at least in part, on whether the electrical grid58is likely to experience an energy shortage or an energy surplus during the inductive roadway event. In a non-limiting embodiment, the wireless grid signals82instruct the control systems60to adjust the operation of the power sources55during the inductive roadway event to either conserve/increase the SOC of the battery packs57(e.g., to anticipate SOC depletion if energy shortage conditions are expected) or deplete the SOC of the battery packs57(e.g., to anticipate SOC increase if energy surplus conditions are expected).

The wireless grid signals82may be communicated via a cellular tower84or some other known communication technique. The control systems60may include a transceiver86for bidirectional communication with the cellular tower84. For example, each transceiver86can receive the wireless grid signal82from the electrical grid58or can communicate data back to the electrical grid58via the cellular tower84. Although not necessarily shown or described in this highly schematic embodiment, numerous other components may enable bidirectional communication between the electrified vehicles12A,12B and the electrical grid58.

Yet another exemplary function of the control systems60is to communicate with the inductive roadway interface65of the inductive roadway54. In a non-limiting embodiment, each control system60communicates information to the inductive roadway interface65for coordinating the exchange of energy between the charging modules62and the inductive charging system68. 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 systems60are equipped with all necessary hardware and software for achieving secure, bidirectional communication with both the electrical grid58and the inductive roadway54.

In yet another non-limiting embodiment, the first section S1of the inductive roadway54is an area of expected power absorption, and the second section S2of the inductive roadway54is an area of expected power usage. Non-limiting examples of areas of expected power absorption include downhill sections or exit ramps of the inductive roadway54, and non-limiting examples of areas of expected power usage include uphill sections and on-ramps of the inductive roadway54. In such a situation, operation of the electrified vehicles12A,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 grid58and each electrified vehicle12A,12B.

For example, rather than supplying the second electrified vehicle12B with energy from the electrical grid58as it travels along the second section S2, energy (e.g., excess regeneration energy harvested during travel along the section S1of the inductive roadway54) may instead be transferred from the first electrified vehicle12A to the inductive roadway interface65and then from the inductive roadway interface65to the second electrified vehicle12B for powering that vehicle along the second section S2. The control systems60, the inductive roadway interface65, and the electrical grid58are adapted to communicate with one another for coordinating such an energy transfer between the first and second electrified vehicles12A,12B during an inductive roadway event.

FIG. 3, with continued reference toFIGS. 1 and 2, schematically illustrates a control strategy100for controlling the vehicle system56of an electrified vehicle12(e.g., either the vehicle12A, the vehicle12B, or both). For example, the control strategy100can be performed to control operation of the electrified vehicle12in a manner that balances the electrical grid58during an inductive roadway event. In one non-limiting embodiment, the control system60of the vehicle system56is programmed with one or more algorithms adapted to execute the exemplary control strategy100, or any other control strategy. In another non-limiting embodiment, the control strategy100is stored as executable instructions in the non-transitory memory74of the control module78of the control system60.

The control strategy100begins at block102. At block104, the electrified vehicle12communicates with the electrical grid58and the inductive roadway54. Vehicle data associated with the electrified vehicle12is collected by the control system60and may be communicated to both the electrical grid58and the inductive roadway interface65. The vehicle data may include expected drive routes of the electrified vehicle12, current and expected SOC's of the battery pack57, charging information, and any other relevant vehicle information. The vehicle data can optionally be used by the electrical grid58and/or the inductive roadway interface65to schedule inductive charging events during the inductive roadway event in a manner that influences the electrical grid58.

The control system60of the electrified vehicle12determines whether a wireless grid signal82has been received from the electrical grid58at block106. The electrical grid58may 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 signal82is based on these predictions and includes instructions for controlling the electrified vehicle12to balance the electrical grid58.

Next, at block108, the wireless grid signal82is analyzed by the control system60to determine whether the electrical grid58anticipates an energy shortage or an energy surplus during the next expected inductive roadway event of the electrified vehicle12. If an energy shortage is expected, the control strategy100proceeds to block109by calculating the power needed to meet the electrical request of the electrical grid58(e.g., power needed=electrical power requested+immediate vehicle propulsion power). Next, at block110, the control system60actuates the power source55ON so that the power source55powers the electrified vehicle12instead of the battery pack57. This may include increasing the power output and/or increasing the run time of the power source55if the power source55is already running. In this way, the SOC of the battery pack57is conserved during the inductive roadway event. In another non-limiting embodiment, the power output of the power source55can be controlled during block110to generate a greater amount of power than is necessary to propel the electrified vehicle12to charge the battery pack57to a greater SOC during certain grid conditions, such as extreme grid shortages. After confirming whether the electrified vehicle12is still traveling on an inductive roadway or confirming that the electrical shortage is still occurring at block111, the power output of the power source55is increased to greater than the propulsion power required to propel the electrified vehicle12at block112. Excess power can be added to the inductive roadway at block117. The control strategy100can then yet again confirm that an electrical shortage is occurring at block119.

The conserved energy of the battery pack57may then be added to the electrical grid58to address the energy shortage at block121during the inductive roadway event. This may occur by first transferring the electrical energy from the battery pack57to the inductive charging system68, which sends the energy to one or more of the charging modules62of the inductive roadway54. Once received by the inductive roadway54, the energy can be added to the electrical grid58.

Alternatively, if an energy surplus is expected at block108, the power needed to meet the electrical request of the electrical grid is determined at block113. The control strategy100then proceeds to block114and minimizes operation of the power source55prior to the inductive roadway event so that the battery pack57primarily powers the electrified vehicle12. In this way, the SOC of the battery pack57is depleted during the inductive roadway event. After confirming whether the electrified vehicle12is still traveling on an inductive roadway or confirming the electrical surplus again at block115, the power output or the run time of the power source55is decreased at block123. Excess power can then be received from the inductive roadway at block125. The control strategy100can then yet again confirm that an electrical surplus is occurring at block127. Finally, the battery pack57can be charged with power received by the inductive charging system68from the charging modules62of the inductive roadway54, which is first communicated from the electrical grid58to the inductive roadway54, to address the energy surplus at block116.

FIGS. 4 and 5graphically illustrate exemplary implementations of the control strategy100described byFIG. 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.

FIG. 4illustrates a first grid condition in which an electrical grid shortage is expected at a time T1of the next expected inductive roadway event of the electrified vehicle12(see graph (a)). To address such a shortage, the power source55of the electrified vehicle12is commanded ON (see graph (c)) at time T0, which marks the beginning of an inductive roadway event D1, to conserve the SOC of the battery pack57during the inductive roadway event D1. The battery pack57SOC stays relatively consistent during the inductive roadway event D1(see graph (b)). Therefore, during a time period between the time T1and a time T2, the electrical grid58is able to draw power from the battery pack57, through the interface with the inductive roadway54, to help balance the electrical grid58(see graph (b)).

FIG. 5illustrates a second grid condition in which an electrical grid surplus is expected at the time T1of the next expected inductive roadway event D1of the electrified vehicle12(see graph (a)). To address such a surplus, operation of the power source55of the electrified vehicle12is restricted during the inductive roadway event D1and power source55start commands are inhibited (see graph (c)) to maximize battery pack57usage during the inductive roadway event D1. The battery pack57SOC is depleted during the inductive roadway event D1(see graph (b)). Therefore, during a time period between the times T1and T2, the electrical grid58is able to send needed power to the inductive roadway54which then sends the power to the electrified vehicle12for replenishing the SOC of the battery pack57to help balance the electrical grid58(see graph (b)).

FIG. 6, with continued reference toFIGS. 1 and 2, schematically illustrates a control strategy200for coordinating operation of two or more electrified vehicles12A,12B traveling along an inductive roadway54. The control strategy200begins at block202. At block204, the electrified vehicles12A,12B both communicate with the electrical grid58and the inductive roadway54. Vehicle data associated with the electrified vehicles12A,12B is collected by the control systems60and may be communicated to both the electrical grid58and the inductive roadway interface65. 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 vehicles12A,12B, current and expected SOC's of the battery packs57, charging information, and any other relevant vehicle information. The vehicle data can optionally be used by the electrical grid58and/or the inductive roadway interface65to schedule inductive charging events during the inductive roadway event in a manner that influences the electrical grid58.

The control system60of each electrified vehicle12A,12B determines whether a wireless grid signal82has been received from the electrical grid58at block206. The electrical grid58may 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 signal82is based on these predictions and includes instructions for controlling each electrified vehicle12A,12B to influence the electrical grid58.

Next, at block208, the control strategy200determines whether one or more other electrified vehicles with opposite power needs are traveling along the inductive roadway54. For example, in a non-limiting embodiment, the control systems60of the first electrified vehicle12A communicates with the control system60of the second electrified vehicle12B to determine if the second electrified vehicle12B has power needs which are the opposite of the needs of the first electrified vehicle12A. 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 interface65coordinates communication between the controls systems60of the electrified vehicles12A,12B. Although two vehicles are described in this example, there could be multiple other electrified vehicles traveling along the inductive roadway54which have opposite power needs from the first electrified vehicle12A. For example, if only partial opposite power is available from the second electrified vehicle12B, the first electrified vehicle12A 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 vehicle12B or a forth electrified vehicle is available that can fully match the needs of the first electrified vehicle12A.

If it is confirmed at block208that there are two or more electrified vehicles on the inductive roadway54that have opposite power needs, the control strategy proceeds to block210. At this step, the common power needed to meet the power needs of both the first and second electrified vehicles12A,12B is calculated. In a non-limiting embodiment, for example, the control system60of the second electrified vehicle12B may determine that it will need additional power for traveling along the second section S2of the inductive roadway54, and the control system60of the first electrified vehicle12A may determine that it will have excess power it needs to discharge while traveling on the first section S1of the inductive roadway54. The control systems60thus coordinate with one another to calculate the common power needs of both the first electrified vehicle12A and the second electrified vehicle12B. The control systems60may then prepare to adjust the power output of the electrified vehicles12A,12B to satisfy the common power needs at block212. Power output of the electrified vehicles12A,12B may be adjusted by supplying more or less battery power, engine power, or wheel torque just prior to the inductive roadway event.

After confirming an inductive roadway event at block214, the control strategy200proceeds to block216and the inductive roadway54either supplies energy to the electrified vehicles12A,12B or receives energy from the electrified vehicles12A,12B. Continuing with the example of the first electrified vehicle12A traveling on the first section S1and the second first electrified vehicle12B traveling on the second section S2of the inductive roadway54, the first electrified vehicle12A discharges its excess regeneration energy to the inductive roadway interface65while traveling along the first section S1, and this energy is then supplied to the second electrified vehicle12B, such as to charge the cells of the battery pack57or some other energy storage device. In this way, the excess regeneration energy of the first electrified vehicle12A that is harvested by traveling along the first section S1of the inductive roadway54is used to power the second electrified vehicle12B 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 grid58during the inductive roadway event.

The control strategy200may next proceed to block218where a determination is made whether the energy storage devices of the electrified vehicles12A,12B are still exhibiting an electrical shortage or an electrical surplus after the power transfer that occurs at block216. If YES, additional energy is either added or removed from the energy storage devices at block220by supplying energy from the electrical grid58or supplying energy to the electrical grid58through the inductive roadway interface65. This step may be performed, for example, if the energy transfer occurring at block216in insufficient to meet the common power demands of the electrified vehicles12A,12B.