Patent ID: 12233737

DETAILED DESCRIPTION

Overview

The systems, apparatuses, and methods disclosed herein assist at least in part with wireless charging usage determinations and with accounting between a driver of a vehicle and a provider of wireless charging. In one example, a vehicle drives on a road and receives a wireless alert notification from a charging system, which includes a charging source having a road and an inductor coupled to the road. The alert notification may be in the form of an advertisement providing charging information to the vehicle, such as a cost per mile of usage. When a processor of the vehicle receives the wireless alert notification, a driver may form a contract with a provider of the charging system by interacting with a human to machine interface of the vehicle. When this is done, an inductive charger of the vehicle may be energized, thereby allowing a battery of the vehicle to be charged as the vehicle drives through a charging zone of the charging system. In one example, once the inductive charger is de-energized, the processor is configured to automatically send payment to a provider that operates the charging system, corresponding to an amount of the wireless charging usage.

In one embodiment, when the battery of the vehicle is being wirelessly charged in the charging zone, the system has a mechanism for reconciling disputes that may arise, such as between an owner of the vehicle and the provider of the charging system. For example, in a scenario where the owner believes he or she did not receive a charge in a charging zone, the system disclosed herein provides a mechanism to reconcile that dispute. More specifically, when the vehicle is driving on the road in the charging zone with an energized inductive charger, a camera of the vehicle may take snap-shots of the surrounding environment. These snap-shots, and snap-shots of charging usage may be stored in an unaltered block chain record to create a smart contract for any transaction reconciliation disputes, thereby allowing the owner and the provider of the charging system to determine if and how much the vehicle was in fact wirelessly charged.

Additionally, systems, apparatuses, and methods of the disclosed concept provide mechanisms for vehicles to reach a charging source more quickly for a wireless charge. For example, when a vehicle is driving, the vehicle may have a plurality of different routes to take to reach a corresponding plurality of different charging sources. The processor of the vehicle may receive real time information corresponding to an availability of different charging sources, a location of the charging sources, and a timing at which the inductive charger of the vehicle will be moved into the charging zone of the charging sources. Additionally, the processor may determine a preferred driving route for the vehicle to take for the inductive charger to be moved into one of the charging zones.

In another instance, the charging sources of the charging system are provided at an intersection, such as an intersection having a stoplight. When the vehicle is stopped at the stoplight at the intersection, a road-side unit of the charging system may send the wireless alert notification to the vehicle, and if the owner desires to have his or her vehicle charged, he or she can cause the inductive charger to be energized, thereby allowing the battery to be charged while the vehicle is waiting at the stoplight. When the light turns green, the vehicle can exit the charging zone of the charging source and automatically send payment to a provider that operates the charging system, corresponding to an amount of charge that has been provided to the vehicle.

In a further instance, while a vehicle is on the road, such as a highway, the vehicle may negotiate with another vehicle for a wireless charge. In such an instance, the other vehicle becomes a charging source. Thus, when the two vehicles are a predetermined distance from each other, one vehicle can receive a wireless charge from another vehicle.

Illustrative Embodiments

FIG.1shows a simplified view of a wireless charging usage determination system2, in accordance with one non-limiting embodiment of the disclosed concept. As will be discussed below, the system2advantageously allows for wireless charging of vehicles to be determined in a relatively precise manner, thus allowing payment for vehicle charging to be relatively accurate, among other benefits. The system2includes a charging system10having a charging source12and a vehicle100configured to be charged by the charging source12. While a charge may originate at smart infrastructure, or from a cloud, or from a charging service provider, it will be appreciated that a charging source in accordance with the disclosed concept12may be a source of energy that is configured to charge an inductive charger of a vehicle. Additionally, a third party service provider60may operate the charging system10and, in one example embodiment, may be an automobile company or a utility. Furthermore, wireless charging methodologies in accordance with the disclosed concept include, but are not limited to, inductive wireless charging, resonant inductive coupling, capacitive wireless charging, microwave charging, and light wave charging.

As stated above, the vehicle100is configured to be charged by the charging source12. The vehicle100, as shown inFIG.2, includes a battery102, an inductive charger104electrically connected to the battery102, a human to machine interface (HMI) electrically connected to the inductive charger104, a processor108electrically connected to the inductive charger104, and a memory110. As shown inFIG.3, the charging source12includes a road14and an inductor16coupled to the road14. The charging source12can thus be understood as having a charging zone18(shown in simplified form inFIG.3) produced by the inductor16. The charging zone18may define a boundary within which an inductive charger of a vehicle may receive a charge, and outside of which an inductive charger may not receive a charge. As a result, it will be appreciated that charging the vehicle100may be performed with the vehicle100driving in the charging zone18and on the road14.

Additionally, and referring again toFIG.1, the charging system10further has a number of road-side units20,30each located proximate or on the road14. In one example embodiment, the road-side units20,30are configured to send wireless alert notifications to the processor108of the vehicle100via a cloud50. These wireless alert notifications may present as advertisements corresponding to the availability of the charging source12to provide a charge to the vehicle100, advertisements which include location-distance information (e.g., where the charging source12is located) and a charge rate (e.g., cost per mile). Accordingly, when the vehicle100is driving near (e.g., within a predetermined distance from one of the road-side units20-30) or on the road14, the road-side units20,30are configured to send the aforementioned wireless alert notifications.

In operation, the memory110of the vehicle includes instructions that, when executed by the processor108, cause the processor to perform operations including receiving the wireless alert notifications from the road-side units20,30, energizing the inductive charger104based on a response to the wireless alert notifications provided at the HMI106, thereby charging the battery102, determining wireless charging usage responsive to the inductive charger104being energized, and in one example embodiment, automatically sending payment to the third party service provider60that operates the charging system10, corresponding to the wireless charging usage. Stated differently, the processor108receives the wireless alert notifications through the cloud50, and when a user interacts with the HMI106(e.g., without limitation, manually presses a button and/or provides a voice command), the inductive charger104of the vehicle100becomes energized, thus allowing the battery102to be charged by the charging source12. This is a relatively controlled manner of charging the vehicle100while the vehicle100is driving, as compared to the prior art.

More specifically, prior art vehicle wireless charging typically involves vehicles being automatically charged when moving into charging zones. However, in accordance with the disclosed concept, the vehicle may be in a charging zone and not receive a charge. However, if the user desires a controlled charge, the wireless alert notifications from the roadside units20,30and subsequent user actions to cause the inductive charger104to be energized advantageously control the amount of charge being provided to the battery102. Further yet, determining how much charge has been received advantageously allows for accurate accounting between the recipient of the charge and the third party service provider60. As such, the disclosed system2makes the wireless charging experience more desirable for customers, thereby having a desirable impact on the electric vehicle market.

In order to determine how much the owner of the vehicle100must pay for wirelessly charging the vehicle100, the processor108determines wireless charging usage based in part on at least one of a position of the inductive charger104with respect to the charging zone18(e.g., whether the vehicle100is in the charging zone18or is in a non-charging zone), a speed of the vehicle100, a length of time in which the inductive charger104has been energized, a rate of charge provided by the charging system10, and a number of vehicle inputs. The vehicle inputs may include a vehicle bus122(FIG.2) of the vehicle100, a vehicle charging module124(FIG.2) of the vehicle100, a vehicle sensor126(FIG.2) of the vehicle100, and a vehicle global navigation satellite system (GNSS)128(FIG.2) of the vehicle100. Additionally, in one example embodiment the processor108determines wireless charging usage based in part on each of the aforementioned factors.

Regarding the vehicle inputs, the vehicle bus122may impact the speed of the vehicle100, the PRNDL (Park, Reverse, Neutral, Drive, and Low) shifter, as well as the state of the ignition transmission. If proper information is not received from the vehicle bus122, then the algorithm does a corresponding analysis and conveys to a customer that the vehicle100cannot wirelessly be charged. The vehicle charging module124may be responsible for charging the vehicle100and/or charging another vehicle. If the vehicle charging module124isn't functional or if a vehicle wireless communication module129(FIG.2) is unable to receive rate information at the charging zone18, it could report the same to the vehicle HMI and to the third-party service provider60. The vehicle GNSS128may be employed to get a location of the vehicle100, and a location relative to the vehicle100(e.g., determining if the vehicle100is in a charging lane and/or determining a route that has charging lanes, as will be discussed below). If the vehicle GNSS128is impacted with multipath, it may impact the precise localization for considering the wireless usage analysis for longer distance.

FIG.4shows a flow diagram200of possible movements of the vehicle100with respect to the system2. As shown, between positions210and211, the vehicle100is driving between a non-charging zone and a position where the vehicle100is approaching a charging zone. At position211, it will be appreciated that the vehicle100might receive a wireless alert notification from a road-side unit20,30(FIG.1) of a potential for an upcoming charge. This might occur when the vehicle100has moved to within a predetermined distance of one of the road-side units20,30(FIG.1). Between positions211and212, if the owner of the vehicle100accepts the advertisement for wireless charging (e.g., and thus energizes the inductive charger104), the charging source12(FIGS.1and3) can wirelessly charge the battery102of the vehicle100. Between positions211and213, this may correspond to the vehicle100driving through the charging zone18and not electing to energize the inductive charger104, and as such not receiving a charge. Between positions213and212, this may correspond to the vehicle100either being charged (when moving from position213to212) or not being charged when in the charging zone18(when moving from position212to213). Finally, when moving from position213to210, and from212to210, this corresponds to the vehicle100exiting the charging zone18.

FIG.5shows an example sequence diagram300corresponding to an algorithm employed with the system2(FIG.1). Shown as part of the system2are the cloud50, the vehicle100, and the smart infrastructure302. The cloud50may include an IOO cloud52and a vehicle cloud54. The vehicle100may further include a wireless communication interface130and a smart algorithm application132. The smart infrastructure302for the system may include the road-side units20,30and smart equipment304.

Accordingly, the processor108allows the vehicle100to energize the inductive charger104, and when the vehicle100travels in the charging zone18, the processor108initiates a calculation with a snap-shot (including location and time) as a proof of presence based on multiple vehicle factors (e.g., without limitation, speed, rate of charge reception, zone-distance). Additionally, whenever the vehicle100travels in non-charging zones (see position213inFIG.4), the processor108stops the calculation and does predictive analysis, for example if the vehicle100is straddling a charging zone or alternatively based on the lane maneuvering of the vehicle100. Moreover, at the end of the charging zone18, the vehicle100has accumulated all the charging usage and broadcasts to the smart infrastructure302about the cost usage that the vehicle100owes for the charging usage transaction. In one example embodiment, the vehicle100does automatic payment for the precise wireless charging usage and shows to a customer a usage bill at the end of the respective trip. This may occur, for example, when the vehicle100moves from the charging zone18into a non-charging zone.

FIG.6shows another wireless charging usage determination system402, in accordance with another non-limiting embodiment of the disclosed concept. The system402is structured substantially the same as the system2, and like features are represented by like numbers. Additionally, as shown, the vehicle500has a camera501(shown in simplified form) that is configured to take snap-shots of the surrounding environment. Accordingly, when the vehicle500is driving on the road412in the charging zone418, and has an energized inductive charger (e.g., responsive to alert notifications being sent from the road-side units420,430), snap-shots of charging usage and the vehicle surroundings (e.g., provided by the camera501) are stored in an unaltered block chain record to create a smart contract for any transaction reconciliation disputes. Stated differently, the instructions of the memory of the vehicle500, when executed by the processor of the vehicle500, further cause the processor to perform operations including causing the camera501to take a snap-shot of a surrounding environment when the inductive charger is being energized, and storing information corresponding to the snap-shot and the wireless charging usage for transaction reconciliation disputes. As such, the vehicle exchanges the precise wireless charging usage via smart contract negotiation with the road-side units420,430.

FIG.7shows an example sequence diagram600corresponding to an algorithm employed with the system402(FIG.6). Shown as part of the system402are the cloud450, the vehicle500, and the smart infrastructure602. The diagram600is substantially the same as the diagram300(FIG.5), except for the additional inputs particular to the system402. These inputs are: a) the vehicle snap-shot and block chain record; and b) respective vehicle's precise wireless charging usage and cost information via smart contract.

FIG.8shows another wireless charging usage determination system702, in accordance with another non-limiting embodiment of the disclosed concept. The system702is substantially the same as the systems2,402, discussed above, and like numbers represent like features. As shown, the vehicle800is driving and is spaced a distance from a number of different charging sources712. It will be appreciated that the instructions of the memory of the vehicle800, when executed by the processor of the vehicle800, further cause the processor to perform operations including receiving real time information corresponding to an availability of the charging sources712, a location of the charging sources712, and a timing at which the inductive charger of the vehicle800will be moved into the charging zone of the charging sources712; and determining a preferred driving route for the vehicle800to take for the inductive charger to be moved into one of the charging zones of one of the charging sources712.

Stated differently, the vehicle800employs the vehicle GNSS828(FIG.9) to determine a preferred route to a preferred one of the charging sources712. This is desirable for drivers who do not know where certain of the charging sources712are, and who do not know what the best routes are to reach those charging sources712. The processor of the vehicle800may account for information including the current charge status of the vehicle800, the distance to each of the charging sources712, and the time it would take to reach them. In this manner, the vehicle800can advantageously be guided to a preferred one of the charging sources712for wireless charging. Additionally, based on the current charging availability of the vehicle800, the processor of the vehicle800may employ the GNSS828to determine detour routes so that the vehicle800is not delayed in reaching the end destination.

FIG.9shows an example sequence diagram900corresponding to an algorithm employed with the system702(FIG.8). Shown as part of the system702are the cloud750including the vehicle cloud754, the vehicle800including the inputs822,824,826,828, and the smart infrastructure902including the road-side units720,730,740. The diagram900is substantially the same as the diagram300(FIG.5), except for the additional inputs of: a) end destination route details; b) vehicle's route behavior estimation; and c) alert to the HMI about optimal routes with wireless charging.

FIG.10shows another wireless charging usage determination system1002, in accordance with another non-limiting embodiment of the disclosed concept. The system1002is substantially the same as the systems2,402,702discussed above, and like numbers represent like features. As shown, the charging sources1012, which include the road and the inductor, are provided at an intersection1060having a number of stoplights1062,1064,1066,1068. Additionally, the road-side unit1020is also provided at the intersection1060. Accordingly, it will be appreciated that when the vehicle1100approaches the intersection1060and stops at the stoplight1062, a wireless alert notification corresponding to charging availability may be sent from the road-side unit1020to the processor of the vehicle1100. A “stop” at a stoplight may include the speed of the vehicle1100being zero, the brakes of the vehicle1100being engaged, and/or no undesirable alert being displayed on the HMI of the vehicle1100. A wireless alert notification may also be sent as the vehicle is stopping.

Accordingly, the vehicle1100may then be wirelessly charged while waiting at the stoplight1062, and then upon the stoplight1062turning green, the vehicle1100could exit the charging zone of the charging source1012, and automatically pay for said charging usage. It is also contemplated that while the vehicle1100is being wirelessly charged at the intersection1060, the road-side unit1020could send another wireless alert notification to the processor of the vehicle1100to inform the driver that it is time to start driving (e.g., and that the charging period is about to end). In one example, the road-side unit1020may also record a snap-shot of the vehicle1100for transaction reconciliation disputes.

FIG.11shows an example sequence diagram1200corresponding to an algorithm employed with the system1002(FIG.8). Shown as part of the system1002are the cloud1050, the vehicle1100, and the smart infrastructure1202including the road-side unit1020. The diagram1200is substantially the same as the diagram300(FIG.5), except for the additional inputs of: a) end destination route details; b) vehicle state algorithm at smart intersection; c) alert to HMI about intersection with wireless charging; d) algorithm state machine and snap-shot at the intersection; and e) respective vehicle's precise wireless charging usage and cost information to road-side unit at intersection.

FIG.12shows another wireless charging usage determination system1302, in accordance with another non-limiting embodiment of the disclosed concept. The system1302is substantially the same as the systems2,402,702,1002discussed above, and like numbers represent like features. As shown, the vehicle1400is driving on a road. It is contemplated that the system1302may be desirable during high traffic situations, or when a vehicle is stranded. Additionally, in the example ofFIG.12, the charging sources are in the form of other vehicles1312. When the vehicle1400is in the charging zone1318and the inductive charger of the vehicle1400is energized, it will be appreciated that the battery of the vehicle1400can be charged from the battery of the other vehicle1312. Wireless alert notifications in accordance with the instant embodiment can be sent either by the other vehicles1312or by the vehicle1400. As such, the driver of the vehicle1400, if he or she determines that the battery needs a charge, can cause the processor of the vehicle1400to send a wireless alert notification (e.g., such that the vehicle1400may be in a charge-needed mode) to the other vehicles1312. Alternatively, the other vehicles1312can advertise charging capabilities in substantially the same manner as the road-side units20,30, discussed above.

FIG.13shows an example sequence diagram1500corresponding to an algorithm employed with the system1302(FIG.12). Shown as part of the system1302are the cloud1350, the vehicle1400, and the smart infrastructure1502including the other vehicles1312. The diagram1500is like the diagram300(FIG.5), but with some modification to account for employing other vehicles1312as the charging sources.

FIG.14shows an example method1670of determining wireless charging usage. The method1670includes a first step1672of providing a charging system2,402,702,1002,1302including a charging source12,412,712,1012,1312, a second step1674of providing a vehicle100,500,800,1100,1400including an inductive charger104configured to receive a charge from the charging source,12,412,712,1012,1312, and a processor108electrically connected to the inductive charger104. The method1670may further include a third step1676of receiving at the processor108a wireless alert notification from the charging system10, a fourth step1678of energizing the inductive charger104based on a response to the wireless alert notification, a fifth step1680of determining wireless charging usage responsive to the inductive charger104being energized, and optionally a sixth step1682of automatically sending payment from the processor108to a third party provider that operates the charging system10, corresponding to the wireless charging usage. Additionally, energizing the inductive charger104may be performed with the vehicle100,500,800,1100,1400moving at a speed greater than zero.

Accordingly, it will be appreciated that the disclosed concept provides for a new (e.g., better able to determine and account for wireless charging usage) wireless charging usage determination system2,402,702,1002,1302, vehicle100,500,800,1100,1400for the same, and associated method, in which wireless alert notifications are sent to the processor108of the vehicles100,500,800,1100,1400, and in response to an inductive charger104being energized, the vehicles100,500,800,1100,1400are able to be wirelessly charged. Furthermore, precise wireless charging usage determinations are advantageously able to be made by the processors108, thereby allowing for relatively accurate accounting (e.g., payment by the owner of the vehicles100,500,800,1100,1400).

It will be appreciated that the vehicles100,500,800,1100,1312,1400may take the form of a passenger or commercial automobile such as, for example, a performance vehicle, a car, a truck, a crossover vehicle, a sport utility vehicle, a van, a minivan, a taxi, a bus, etc., and may be configured and/or programmed to include various types of automotive drive systems. Additionally, in one example embodiment, the vehicles100,500,800,1100,1312,1400may be configured as electric vehicles (EVs). More particularly, the vehicles100,500,800,1100,1312,1400may include a battery EV (BEV) drive system or be configured as a hybrid EV (HEV) having an independent onboard powerplant, a plug-in HEV (PHEV) that includes a HEV powertrain connectable to an external power source, and/or includes a parallel or series hybrid powertrain having a combustion engine powerplant and one or more EV drive systems. HEVs may further include battery and/or supercapacitor banks for power storage, flywheel power storage systems, or other power generation and storage infrastructure. The vehicles100,500,800,1100,1312,1400may be further configured as a fuel cell vehicle (FCV) that converts liquid or solid fuel to usable power using a fuel cell, (e.g., a hydrogen fuel cell vehicle (HFCV) powertrain, etc.) and/or any combination of these drive systems and components.

Further, the vehicles100,500,800,1100,1312,1400may be manually driven vehicles, and/or be configured and/or programmed to operate in a fully autonomous (e.g., driverless) mode (e.g., Level-5 autonomy) or in one or more partial autonomy modes which may include driver assist technologies. Examples of partial autonomy (or driver assist) modes are widely understood in the art as autonomy Levels 1 through 4.

A vehicle having a Level-0 autonomous automation may not include autonomous driving features.

A vehicle having Level-1 autonomy may include a single automated driver assistance feature, such as steering or acceleration assistance. Adaptive cruise control is one such example of a Level-1 autonomous system that includes aspects of both acceleration and steering.

Level-2 autonomy in vehicles may provide driver assist technologies such as partial automation of steering and acceleration functionality, where the automated system(s) are supervised by a human driver that performs non-automated operations such as braking and other controls. In some aspects, with Level-2 autonomous features and greater, a primary user may control the vehicle while the user is inside of the vehicle, or in some example embodiments, from a location remote from the vehicle but within a control zone extending up to several meters from the vehicle while it is in remote operation.

Level-3 autonomy in a vehicle can provide conditional automation and control of driving features. For example, Level-3 vehicle autonomy may include “environmental detection” capabilities, where the autonomous vehicle (AV) can make informed decisions independently from a present driver, such as accelerating past a slow-moving vehicle, while the present driver remains ready to retake control of the vehicle if the system is unable to execute the task.

Level-4 AVs can operate independently from a human driver, but may still include human controls for override operation. Level-4 automation may also enable a self-driving mode to intervene responsive to a predefined conditional trigger, such as a road hazard or a system event.

Level-5 AVs may include fully autonomous vehicle systems that require no human input for operation, and may not include human operational driving controls.

Additionally, the processor108of the vehicle100, and the processors of the other500,800,1100,1312,1400may be commercially available general-purpose processors, such as a processor from the Intel® or ARM® architecture families. The memory110of the vehicle100, and the memories of the other vehicles500,800,1100,1312,1400, may be a non-transitory computer-readable memory storing program code, and can include any one or a combination of volatile memory elements (e.g., dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), etc.) and can include any one or more nonvolatile memory elements (e.g., erasable programmable read-only memory (EPROM), flash memory, electronically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), etc.

In the above disclosure, reference has been made to the accompanying drawings, which form a part hereof, which illustrate specific implementations in which the present disclosure may be practiced. It is understood that other implementations may be utilized, and structural changes may be made without departing from the scope of the present disclosure. References in the specification to “one embodiment,” “an embodiment,” “an example embodiment,” etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a feature, structure, or characteristic is described in connection with an embodiment, one skilled in the art will recognize such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.

Further, where appropriate, the functions described herein can be performed in one or more of hardware, software, firmware, digital components, or analog components. Certain terms are used throughout the description and claims refer to particular system components. As one skilled in the art will appreciate, components may be referred to by different names. This document does not intend to distinguish between components that differ in name, but not function.

It should also be understood that the word “example” as used herein is intended to be non-exclusionary and non-limiting in nature. More particularly, the word “example” as used herein indicates one among several examples, and it should be understood that no undue emphasis or preference is being directed to the particular example being described.

With regard to the processes, systems, methods, heuristics, etc. described herein, it should be understood that, although the steps of such processes, etc. have been described as occurring according to a certain ordered sequence, such processes could be practiced with the described steps performed in an order other than the order described herein. It further should be understood that certain steps could be performed simultaneously, that other steps could be added, or that certain steps described herein could be omitted. In other words, the descriptions of processes herein are provided for the purpose of illustrating various embodiments and should in no way be construed so as to limit the claims.

Accordingly, it is to be understood that the above description is intended to be illustrative and not restrictive. Many embodiments and applications other than the examples provided would be apparent upon reading the above description. The scope should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that future developments will occur in the technologies discussed herein, and that the disclosed systems and methods will be incorporated into such future embodiments. In sum, it should be understood that the application is capable of modification and variation.

All terms used in the claims are intended to be given their ordinary meanings as understood by those knowledgeable in the technologies described herein unless an explicit indication to the contrary is made herein. In particular, use of the singular articles such as “a,” “the,” “said,” etc. should be read to recite one or more of the indicated elements unless a claim recites an explicit limitation to the contrary. Conditional language, such as, among others, “can,” “could,” “might,” or “may,” unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments could include, while other embodiments may not include, certain features, elements, and/or steps. Thus, such conditional language is not generally intended to imply that features, elements, and/or steps are in any way required for one or more embodiments.