Abstract:
A method for balancing electrical grid production with electrical grid demand according to an exemplary aspect of the present disclosure includes, among other things, controlling an electrified vehicle prior to and during an inductive roadway event to either conserve a state of charge of a battery pack in response to a first grid condition of an electrical grid or deplete the state of charge of the battery pack in response to a second grid condition of the electrical grid.

Description:
TECHNICAL FIELD 
       [0001]    This disclosure relates to a vehicle system and method for an electrified vehicle. The vehicle system is adapted to adjust operation of an electrified vehicle in a manner that assists in balancing the energy production of an electrical grid with the energy demand from the electrical grid while the vehicle is traveling on an inductive roadway. 
       BACKGROUND 
       [0002]    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. 
         [0003]    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 
       [0004]    A method for balancing electrical grid production with electrical grid demand according to an exemplary aspect of the present disclosure includes, among other things, controlling an electrified vehicle prior to and during an inductive roadway event to either conserve a state of charge of a battery pack in response to a first grid condition of an electrical grid or deplete the state of charge of the battery pack in response to a second grid condition of the electrical grid. 
         [0005]    In a further non-limiting embodiment of the foregoing method, the first grid condition is an energy shortage of the electrical grid and the second grid condition is an energy surplus of the electrical grid. 
         [0006]    In a further non-limiting embodiment of either of the foregoing methods, the method includes adding power from the battery pack to the electrical grid during the inductive roadway event if the electrical grid has the energy shortage. 
         [0007]    In a further non-limiting embodiment of any of the foregoing methods, the method includes accepting power from the electrical grid to charge the battery pack during the inductive roadway event if the electrical grid has the energy surplus. 
         [0008]    In a further non-limiting embodiment of any of the foregoing methods, the inductive roadway event occurs when the electrified vehicle is travelling along an inductive roadway. 
         [0009]    In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes calculating an amount of power needed to meet an electrical need of the electrical grid based on whether the electrical grid anticipates an electrical shortage or an electrical surplus. 
         [0010]    In a further non-limiting embodiment of any of the foregoing methods, the method includes confirming whether a wireless grid signal has been received by the electrified vehicle from the electrical grid. 
         [0011]    In a further non-limiting embodiment of any of the foregoing methods, the method includes determining whether the wireless grid signal indicates an energy shortage or an energy surplus. 
         [0012]    In a further non-limiting embodiment of any of the foregoing methods, if the wireless grid signal indicates an energy shortage, the controlling step includes increasing a power output of a power source or increasing a run time of the power source during the inductive roadway event. 
         [0013]    In a further non-limiting embodiment of any of the foregoing methods, the method includes adding energy from the battery pack to the inductive roadway and then from the inductive roadway to the electrical grid to address the energy shortage. 
         [0014]    In a further non-limiting embodiment of any of the foregoing methods, if the wireless grid signal indicates an energy surplus, the controlling step includes decreasing a power output of a power source or decreasing a run time of the power source during the inductive roadway event. 
         [0015]    In a further non-limiting embodiment of any of the foregoing methods, the method includes delivering power from the electrical grid to the inductive roadway and then from the inductive roadway to the electrified vehicle to charge the battery pack during the inductive roadway event. 
         [0016]    In a further non-limiting embodiment of any of the foregoing methods, the method includes actuating a power source ON during the inductive roadway event in response to an energy shortage condition of the electrical grid. 
         [0017]    In a further non-limiting embodiment of any of the foregoing methods, the method includes decreasing a power output of a power source or decreasing a run time of the power source during the inductive roadway event in response to an energy surplus condition of the electrical grid. 
         [0018]    In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes controlling an inductive charging system of the electrified vehicle to either send electrical energy to the inductive roadway or accept electrical energy from the inductive roadway. 
         [0019]    An electrified vehicle according to another exemplary aspect of the present disclosure includes, among other things, a set of drive wheels, a power source configured to selectively power the drive wheels, a battery pack configured to selectively power the drive wheels and a control system configured with instructions for adjusting operation of the power source while traveling on an inductive roadway in a manner that influences an electrical grid. 
         [0020]    In a further non-limiting embodiment of the foregoing electrified vehicle, the control system is configured to receive a wireless grid signal from the electrical grid, the wireless grid signal including the instructions. 
         [0021]    In a further non-limiting embodiment of either of the foregoing electrified vehicles, an inductive charging system is configured to either send electrical energy to the inductive roadway or receive electrical energy from the inductive roadway. 
         [0022]    In a further non-limiting embodiment of any of the foregoing electrified vehicles, the control system is configured to run the power source during an energy shortage condition of the electrical grid and restrict operation of the power source during an energy surplus condition of the electrical grid. 
         [0023]    In a further non-limiting embodiment of any of the foregoing electrified vehicles, the power source is an engine or a fuel cell. 
         [0024]    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. 
         [0025]    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 
         [0026]      FIG. 1  schematically illustrates a powertrain of an electrified vehicle. 
           [0027]      FIG. 2  illustrates a vehicle system of an electrified vehicle. 
           [0028]      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. 
           [0029]      FIGS. 4 and 5  schematically illustrate exemplary implementations of the control strategy of  FIG. 3 . 
       
    
    
     DETAILED DESCRIPTION 
       [0030]    This disclosure describes a vehicle system for controlling an electrified vehicle during an inductive roadway event to balance an electrical grid. Inductive roadway events occur, for example, when the electrified vehicle is traveling along an inductive roadway. An exemplary vehicle control strategy includes controlling a power source (e.g., an engine, fuel cell etc.) of the electrified vehicle in a manner that either conserves a state of charge (SOC) of a battery pack or depletes the SOC of the battery pack during the inductive roadway event. In some embodiments, if the electrical grid has an energy shortage, the power source of the electrified vehicle is turned ON more frequently or the power output of the power source is increased to a level greater than that necessary to drive the vehicle during the inductive roadway event. The battery pack SOC is therefore either conserved or increased during the inductive roadway event for later adding energy to the electrical grid. In other embodiments, operation of the power source of the electrified vehicle is restricted during the inductive roadway event if the electrical grid has an energy surplus. The battery pack SOC is therefore depleted during the inductive roadway event and can be replenished by accepting energy from the electrical grid. These and other features are discussed in greater detail in the following paragraphs of this detailed description. 
         [0031]      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. 
         [0032]    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. 
         [0033]    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 . 
         [0034]    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 . 
         [0035]    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 . 
         [0036]    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 . 
         [0037]    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 . 
         [0038]    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. 
         [0039]    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. 
         [0040]    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. 
         [0041]    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. 
         [0042]      FIG. 2  is a highly schematic depiction of an electrified vehicle  12  traveling along an inductive roadway  54 . 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. 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 receiver or transmitter devices. An inductive roadway interface  65  of the inductive roadway  54  is configured to communicate with the electrified vehicle  12  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 vehicle  12 . 
         [0043]    The electrified vehicle  12  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 coil  70  of the inductive charging system  68  is 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 system  68  may act as a receiver or a transmitter device. 
         [0044]    As the electrified vehicle  12  travels along the inductive roadway  54 , the coil  70  of the inductive charging system  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 vehicle  12  and the inductive roadway  54 . In this disclosure, the term “inductive roadway event” indicates an event in which the electrified vehicle  12  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 . 
         [0045]    The electrified vehicle  12  includes a vehicle system  56  configured to communicate with both 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 balance the energy production of the electrical grid  58  with the energy demanded of the electrical grid  58  by consumers. Thus, as further detailed below, operation of a power source  55  of the electrified vehicle  12  may be selectively controlled in a manner that influences the electrical grid  58  during an inductive roadway event. 
         [0046]    The various components of the vehicle system  56  are shown schematically 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. 
         [0047]    In a non-limiting embodiment, the exemplary vehicle system  56  includes the 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 other energy storage devices. 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 by the inductive charging system  68  from the inductive roadway  54  or add energy to the inductive roadway  54 , as described further below. 
         [0048]    The 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. 
         [0049]    The control system  60  of the vehicle system  56  may control operation of the power source  55  during certain conditions to balance the electrical grid  58 . For example, as further discussed below, 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 the electrified vehicle  12  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 inductive roadway event. The operation of the 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. The control system  60  may additionally control various other operational aspects of the electrified vehicle  12 . 
         [0050]    The 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 system  60  may 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 can communicate with one another over a controller area network (CAN) to control the electrified vehicle  12 . 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 . One exemplary control strategy is further discussed below with reference to  FIG. 3 . 
         [0051]    The control system  60  of the electrified vehicle  12  may 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 system  60 . The wireless grid signal  82  includes instructions for controlling the electrified vehicle  12  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 one non-limiting embodiment, the wireless grid signal  82  instructs the control system  60  to adjust the operation of the power source  55  during the inductive roadway event to either conserve/increase the SOC of the battery pack  57  (e.g., to anticipate SOC depletion if energy shortage conditions are expected) or deplete the SOC of the battery pack  57  (e.g., to anticipate SOC increase if energy surplus conditions are expected). 
         [0052]    The wireless grid signal  82  may be communicated via a cellular tower  84  or some other known communication technique. The control system  60  includes a transceiver  86  for bidirectional communication with the cellular tower  84 . For example, the 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 vehicle  12  and the electrical grid  58 . 
         [0053]    The control system  60  may additionally communicate with the inductive roadway interface  65  of the inductive roadway  54 . In one non-limiting embodiment, the control system  60  can communicate 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 may include but is not limited to vehicle identification data, vehicle location data, vehicle direction and velocity data and charging data including requested power, maximum charging power, maximum discharge power, etc. The control system  60  is equipped with all necessary hardware and software for achieving bidirectional communication with both the electrical grid  58  and the inductive roadway  54 . 
         [0054]      FIG. 3 , with continued reference to  FIGS. 1 and 2 , schematically illustrates a control strategy  100  for controlling the vehicle system  56  of the electrified vehicle  12 . 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 . 
         [0055]    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&#39;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 . 
         [0056]    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 . 
         [0057]    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 . 
         [0058]    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 . 
         [0059]    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 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 . 
         [0060]      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. 
         [0061]      FIG. 4  illustrates a first grid condition in which an electrical grid shortage is expected at a time T 1  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 T 0 , which marks the beginning of an inductive roadway event D 1 , to conserve the SOC of the battery pack  57  during the inductive roadway event D 1 . The battery pack  57  SOC stays relatively consistent during the inductive roadway event D 1  (see graph (b)). Therefore, during a time period between the time T 1  and a time T 2 , 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)). 
         [0062]      FIG. 5  illustrates a second grid condition in which an electrical grid surplus is expected at the time T 1  of the next expected inductive roadway event D 1  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 D 1  and power source  55  start commands are inhibited (see graph (c)) to maximize battery pack  57  usage during the inductive roadway event D 1 . The battery pack  57  SOC is depleted during the inductive roadway event D 1  (see graph (b)). Therefore, during a time period between the times T 1  and T 2 , 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)). 
         [0063]    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. 
         [0064]    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. 
         [0065]    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.