DE102017124001A1 - METHOD AND DEVICE FOR IDENTIFYING A WIRELESS LOAD ACCESS POINT - Google Patents

Abstract

A system includes a processor configured to detect communication signals from an access point. The processor is also configured to determine an access point affiliation with a wireless charging pad based on data contained in the communication signals, the data also providing charging pad compatibility features. The processor is further configured to determine vehicle compatibility with the charging pad based on the compatibility characteristics and to connect to the access point in response to a vehicle being compatible with the charging pad.

Description

TECHNICAL AREA

The illustrative embodiments generally relate to a method and apparatus for identifying a wireless charging access point.

GENERAL PRIOR ART

As electric vehicles become more common, more and more places are installing charging points for these vehicles. There are two typical ways to fully charge an electric vehicle: wired charging, which involves connecting a charging cable to the vehicle; and wireless induction charging comprising positioning the vehicle over or in proximity to an inductive charging mat, wherein the mat wirelessly charges the vehicle battery.

In the wired version of the store, an information connection is usually provided as part of the connection cable. This facilitates the information exchange between the vehicle and the charging point, allowing the charging to be configured, measured, monitored and paid.

In the wireless version of the vehicle store, a driver typically precisely positions the vehicle over a loading mat. Once the vehicle is properly aligned, the vehicle begins loading. Since this model does not have a wired connection, a system is needed to facilitate the exchange of information between the charging point and the vehicle. One solution to this problem involves the use of a wireless access point that is provided in conjunction with the charging mat. Once the vehicle connects to the proper wireless access point, the vehicle and the charging point can exchange information and the charging point can begin charging the vehicle.

Unfortunately, wireless access points are not so common in the modern world. Thus, a vehicle approaching a charging point may at any time have a plurality of access points from which to select. These may include charging points other than those that a driver would like to use, as well as any other wireless access point that transmits accessibility in an area. If a vehicle connects to the wrong or unwanted access point, the driver may not know that the vehicle is incompatible with the desired charging mat, or it may simply be a long delay before the appropriate connection is established. In other examples, even maliciously-targeted individuals may provide open networks that appear to be wireless charging point networks that a vehicle can connect to only to allow unauthorized access to the vehicle computing system through the connection.

SUMMARY

In a first illustrative embodiment, a system includes a processor configured to detect communication signals from an access point. The processor is also configured to determine an access point affiliation with a wireless charging pad based on data contained in the communication signals, the data also providing charging pad compatibility features. The processor is further configured to determine vehicle compatibility with the charging pad based on the compatibility characteristics and to connect to the access point in response to a vehicle being compatible with the charging pad.

In a second illustrative embodiment, a system includes a processor configured to determine that a first charging pad is available for use in conjunction with a wireless access point. The processor is also configured to direct the access point to communicate connection information and charging pad compatibility features. The processor is further configured to receive a request from a vehicle computer connected to the access point to use the first charging pad. In addition, the processor is configured to determine vehicle compatibility with the first charging pad and, in response to a requesting vehicle being compatible with the first charging pad, determining the first charging pad for use by the requesting vehicle.

In a third illustrative embodiment, a computer implemented method includes communicating access point information and charging pad compatibility features via an access point in response to a determination that a charging pad is available for use in conjunction with a wireless access point. The method also includes determining the charging pad for use by the vehicle in response to a request to use the charging pad received from a vehicle connected to the access point and for which compatibility with the charging pad has been determined.

list of figures

• 1 illustrates an illustrative vehicle computing system;
• 2A shows an illustrative wireless charging process;
• 2 B shows an illustrative process for transferring credentials;
• 3 shows an illustrative process for handling credentials;
• 4 shows another illustrative process for transferring credentials; and
• 5 shows an illustrative process for vehicle guidance.

DETAILED DESCRIPTION

Detailed embodiments are disclosed in the present specification as needed; however, it should be understood that the disclosed embodiments are merely illustrative and may be embodied in various and alternative forms. The figures are not necessarily to scale; some features can be zoomed in or out to show details of specific components. Accordingly, specific structural and functional details disclosed herein are not to be construed as limiting, but merely as a representative basis for teaching a person skilled in the art a variety of the claimed subject matter.

1 illustrates an exemplary block structure for a vehicle-based computing system 1 (VCS) for a vehicle 31 , An example of such a vehicle-based computing system 1 is the SYNC system manufactured by THE FORD MOTOR COMPANY. A vehicle equipped with a vehicle-based computing system may have a visual front-end interface 4 included, which is located in the vehicle. The user may also be able to interact with the interface, if provided, via a touch-sensitive screen, for example. In another illustrative embodiment, the interaction is through the actuation of keys, a speech dialogue system with automatic speech recognition, speech synthesis, gesture and expression recognition.

At the in 1 illustrated illustrative embodiment 1 controls a processor 3 at least part of the operation of the vehicle-based computing system. The processor disposed in the vehicle enables the processing of commands and routines within the vehicle. Further, the processor is both non-permanent 5 and persistent 7 connected. In this illustrative embodiment, the non-persistent storage is Random Access Memory (RAM) and the persistent storage is Hard Disk Drive (HDD) or Flash Memory. In general, persistent (non-volatile) memory may include all forms of memory that retain data when a computer or other device is powered off. These include, but are not limited to, HDDs, CDs, DVDs, magnetic tapes, solid state drives, portable USB drives, and any other suitable form of permanent storage.

The processor also has a number of different inputs, allowing the user to connect to the processor. In this illustrative embodiment is a microphone 29 , an auxiliary entrance 25 (for input 33 ), a USB input 23 , a GPS input 24 , Screen 4 which can be a touchscreen display, and a BLUETOOTH input 15 all provided. An input selection unit 51 is also provided so that a user can switch between different inputs. Inputs via both the microphone and the auxiliary connector are through a transducer 27 converted from analog to digital before being forwarded to the processor. Although not shown, many of the vehicle components and auxiliary components connected to the VCS may use a vehicle network (such as, but not limited to, a CAN bus) to relay data to and from the VCS (or components thereof).

Outputs to the system can include a visual display 4 and a speaker 13 or a stereo system output. The speaker is connected to an amplifier 11 connected and receives its signal through a digital-to-analog converter 9 from the processor 3 , Output may also be to a remote BLUETOOTH device, such as PND 54 or a USB device such as the car navigation device 60 along the bidirectional data streams that come with 19 or. 21 are shown.

In an illustrative embodiment, the system uses 1 the BLUETOOTH transceiver 15 to use the mobile device 53 of a user to communicate 17 (eg mobile phone, smartphone, PDA or any other device with wireless remote network connection). The mobile device can then be used, for example, by communication 55 with a mobile phone mast 57 with a network 61 outside the vehicle 31 to communicate 59. In some Embodiments may be with the mast 57 to act around a Wifi point.

Exemplary communication between the mobile device and the BLUETOOTH transceiver is through the signal 14 shown.

Pairing a mobile device 53 with the BLUETOOTH transceiver 15 can by a button 52 or a similar input can be specified. Accordingly, the CPU is directed to pair the on-vehicle BLUETOOTH transceiver with a BLUETOOTH transceiver of the mobile device.

Between the CPU 3 and the network 61 For example, data may be communicated through the use of a data plan, data over voice, or DTMF tones, using the mobile device 53 are associated. As an alternative, it may be desirable to have an on-board modem 63 to provide that an antenna 18 indicates to data between the CPU 3 and the network 61 to communicate over the voice band 16. The mobile device 53 can then be used, for example, by communication 55 with a mobile phone mast 57 with a network 61 outside the vehicle 31 59. In some embodiments, the modem 63 a connection 20 with the mast 57 connect to the network 61 to communicate. As a non-limiting example, it may be the modem 63 to a USB cellular modem and in the communication 20 to act a mobile telecommunication.

In an illustrative embodiment, the processor is provided with an operating system, including an API for communicating with modem application software. The modem application software may access an embedded module or firmware on the BLUETOOTH transceiver to complete the wireless communication with a remote BLUETOOTH transceiver (such as that in a mobile device). Bluetooth is a subset of the IEEE 802 PAN protocols (personal network). IEEE 802.11 LAN (Local Area Network) protocols include WLAN and have considerable cross-functionality with IEEE 802 PAN. Both are suitable for wireless communication in a vehicle. Another means of communication that can be used in this area is free-space optical communication (such as IrDA) and non-standardized consumer IR protocols.

In another embodiment, the mobile device includes 53 a modem for voice band or broadband data communication. In the data-over-voice embodiment, a technique known as frequency division multiplexing may be implemented when the owner of the mobile device is able to talk while transmitting data over the device. At other times, if the owner does not use the device, the whole bandwidth can be used for data transmission (300 Hz to 3.4 kHz in one example). While frequency division multiplexing may be and still is used in analog mobile communication between the vehicle and the Internet, it has been largely replaced by code division multiple access (CDMA), time division multiple access (TDMA), space division multiple access (SDMA) digital mobile radio communication. If the user's mobile device is associated with a data plan, there is a possibility that the data plan may allow broadband transmission and the system could use a much wider bandwidth (thereby increasing data transfer speed). In yet another embodiment, the mobile device becomes 53 replaced by a mobile radio communication device (not shown), which is in the vehicle 31 is installed. In still another embodiment, the ND 53 a wireless local area network (LAN) device that can be used, for example (and without limitation), over an IEEE 802.11 network (ie, WLAN) or a WiMax (IEEE 802.16 ) or other wireless networks.

In one embodiment, incoming data may be provided by the mobile device over data-over-voice or a data plan by the onboard BLUETOOTH transceiver and into the internal processor 3 be forwarded to the vehicle. In the case of certain temporary data, for example, the data may be stored on the HDD or other storage medium 7 stored until the data is no longer needed.

Additional sources that can connect to the vehicle are a personal navigation device 54 For example, with a USB port 56 and / or an antenna 58 , an in-vehicle navigation device 60 with a USB 62 or another port, an on-board GPS device 24 or a separate navigation system (not shown) with connectivity to the network 61 , USB is one of a class of serial network protocols. The serial protocols IEEE 1394 (FireWire ™ (Apple), i.LINK ™ (Sony) and Lynx ™ (Texas Instruments)), EIA (Electronics Industry Association), IEEE 1284 (Centronics Port), S / PDIF (Sony / Philips Digital Interconnect Format) and USB-IF (USB Implementers Forum) form the backbone of serial device-to-device standards. The majority of the protocols can be implemented for either electrical or optical communication.

In addition, the CPU could work with a variety of other auxiliary devices 65 be connected. These devices can be wireless 67 or wired 69 Be connected. To the auxiliary devices 65 may include personal media players, wireless medical devices, portable computers, and the like.

In addition, or alternatively, the CPU could use a vehicle-based wireless router 73 be connected, for example using a WLAN transceiver 71 (IEEE 802.11). This would allow the CPU to connect to remote networks in the area of the local router 73 produce.

In addition to performing example methods by a vehicle computing system located in a vehicle, in certain embodiments, the example methods may be performed by a computing system connected to the vehicle computing system. Such a system may include, but is not limited to, a wireless device (eg, including a mobile phone) or a remote computing system (eg, including a server) that is connected via the wireless device. Together, such systems may be referred to as Vehicle Associated Computing Systems (VACS). In certain embodiments, certain components of the VACS may perform certain portions of a method, depending on the actual implementation of the system. For example, and not by way of limitation, if a method includes a step of sending or receiving information with a paired wireless device, it is likely that the wireless device will not perform the part of the method since the wireless device does not report information to itself Would send and receive. One of ordinary skill in the art will understand when it is inappropriate to apply a particular computing system to a particular solution.

In each illustrative embodiment discussed herein, an exemplary non-limiting example of a method practicable by a computing system is shown. With respect to each method, the computing system may perform the procedure to be configured as a special purpose processor for the limited purpose of executing the method to perform the method. All of the methods do not have to be performed in their entirety and are understood to be examples of types of methods that may be performed to achieve elements of the invention. Additional steps may be added to or removed from the example methods as needed.

With respect to the illustrative embodiments shown in the figures depicting illustrative procedures, it should be understood that a general purpose processor may be temporarily activated as a special purpose processor for the purpose of performing some or all of the example methods shown by these figures. When executing code that provides instructions for performing some or all steps of the method, the processor may be temporarily reinitiated as a special purpose processor until the procedure is complete. In another example, firmware that acts in accordance with a preconfigured processor may, to a reasonable degree, cause the processor to act as a special purpose processor provided for the purpose of performing the method or appropriate variation thereof.

The illustrative embodiments propose methods and apparatuses to avoid improper network connection before attempting to initiate a wireless charging session. For most wireless charging models, a wireless charging station has at least one and probably multiple wireless access points (APs) in connection with the station. The APs could work in 2.4GHz, 5GHz, or other wireless-authorized tapes or a combination of tapes. The access points provide communication between a vehicle and the charging station. The access point serves as the radio-based communication link between the vehicle and the computer controlling the power electronics of the wireless charging station.

In such a model, the access point provides the radio connection, but does not control the charging session. In conductive (wired) charging systems, the communication link between the vehicle and the charging station is physical - particularly a pilot wire over which charging control messages are sent and received.

Several vehicles can be loaded simultaneously on multiple pads / charging coils. Depending on the system design, one or more APs might be involved in providing the radio links to load the multiple vehicles. As with home / office WLAN systems, an AP can simultaneously handle communication with multiple client devices. In the previous example, the WLAN radio systems of the vehicle are client devices.

To enable the exchange of charging control messages, the vehicle (WLAN client) first connects to an access point (). The connection includes the vehicle system presenting proper security information (SSID, password, etc.), authenticating, and then actually logging into the wireless communication system's WLAN communication network. In one example, the connection process is in the "Search" phase 206, as in FIG 2A illustrated.

After the vehicle has logged on to the wireless charging system's network, the charging station can exchange standardized messages with the vehicle to position the vehicle. This may include messages providing information for driving the vehicle into the parking lot and properly aligning ground / vehicle charging coils.

Once the vehicle is properly aligned with the charging coils, the charging station can signal the vehicle to complete the movement and wireless charging can begin. Depending on the specificity of the required orientation and / or vehicle capabilities, it may be possible for the wireless charging station to actually control the last few centimeters of vehicle travel, for example, to guide the vehicle to the appropriate position by message exchange. In autonomous vehicle models, the vehicle is likely to be able to position itself with great precision in accordance with instructions received from the charging station.

As with a smartphone or laptop, the vehicle's WLAN system can store profiles that contain security information from the wireless charging systems it has previously visited and successfully logged on to. It can also store other useful or identifying information, such as geo-coordinates and payment-related information. For example, in cases where the vehicle has previously visited a charging station, it may be easier and more efficient to connect a vehicle to a detected AP than it would be if a vehicle were visiting a new charging station or charging point for the first time. In situations where the vehicle recognizes the AP, the vehicle may automatically connect as soon as the vehicle is within range of the AP. Additionally or alternatively, the vehicle may first receive the indication of an available charge mat and some useful information in connection with the AP before the automatic connection occurs (so as not to connect to an AP where other vehicles are already occupying the mats).

If the vehicle has not previously visited a loading location, a user may somehow be required to select an AP. This may include automatically selecting an AP with an open mat that is also compatible with a vehicle or, for example, manually selecting from a list. A manual connection process can be done by a vehicle HMI or a mobile application.

The illustrative embodiments provide systems and methods for identifying access points prior to actually connecting a vehicle computer and handshaking to a particular access point.

When a driver approaches the wireless charging parking lot, the question may be raised as to whether the charging pad is compatible with a particular wireless power transmission system of the vehicle. Since different OEMs can use different types of wireless charging systems, compatibility with a particular charging system can be a problem. A first compatibility check before actually connecting and exchanging data with a wireless access point can save a driver a lot of trouble. In addition, for example, when a compatibility information is not provided to a driver until a vehicle is connected to the access point and a driver 20 - 30 Waiting for a few minutes for a charge mat, the driver can then connect to the access point to then find out that the charge mat is not compatible with the vehicle charging system.

Several parameters are used by a wireless power transmission system to determine compatibility between the vehicle charging coil and a floor pad / charging coil. These include maximum deliverable power, minimum and maximum ground clearance of the vehicle coil, system operating frequency, topology of the charging coil and other possible manufacturer-specific data. In addition to parameters used to ensure successful energy transfer between charging coils, parameters that define coil alignment techniques or other additional services may be used as charging to assist the vehicle in selecting a desired charging location. Other illustrative parameters may include, for example, the ID of the charging station's service provider, a charging roaming consortium, the WLAN operator's ID, the charging station's ID, the type of charging station (publicly free, private, publicly chargeable), the tariff; the charging method (time based, flat rate, free), charging station operating status (out of order, reserved), security support (TLS), manufacturer ID, internet access, etc.

One hundred percent match of the parameters is not necessarily required, however, some mismatches do not allow the vehicle to be loaded. For wired charging systems, the problem of system compatibility is not really a deciding factor for conductive AC or DC charging. For most of these systems, hardware, power delivery components, EVSE charging connectors, and vehicle charging inputs are the same. However, components of inductive (wireless) charging systems can vary widely, at least temporarily. For this reason, it may be useful to know some of these parameters before connecting to an access point, while others may be experienced during or after the connection.

In the illustrative examples, an access point uses certain functions of the WLAN specifications IEEE 802.11-2012, such as advertised services (802.1 laq), interworking elements (802.11u), and hotspot 2.0 functions for transferring compatibility and other information from the APs of the wireless charging system before the formal connection between the electric vehicle and the WLAN radio systems of the charging point.

In contrast to establishing a formal connection with a vehicle, the proposed communication allows the vehicle to receive the information without connecting to a specific Wi-Fi network. Such a system may be useful for determining whether it is appropriate or even possible to attempt to park and load at this location. Determining compatibility in advance can save a driver time and trouble in accurately maneuvering a vehicle into position, waiting for available space, and / or connecting or reconnecting to a variety of different access points until a properly usable charging pad has been detected. save up.

Another possible use of the illustrative embodiments could be to use multiple APs for vehicle identification / positioning in the parking lot. Proper alignment of a particular charging point might be known based on its relative position to multiple access points. In addition, when the location of a wireless vehicle receiver is known (the position within the vehicle relative to a position of the charge receiver), the vehicle receiver may be positioned at a specific distance from each of the multiple access points (eg, determinable based on received signal strength indicators), and corresponding relative position of the charge collector is positioned correctly. For example, if a positional offset of the wireless receiver relative to the charge receiver is known, the vehicle may self-position so that the wireless receiver is in a position with the offset charge receiver properly aligned.

2A shows an illustrative process for wireless charging. In the illustrative process, a vehicle equipped with one or more wireless charging pads first searches for a location and associated access points. In this example, a conventional system is described in which a vehicle without pre-connection information detection of the access point according to the illustrative embodiments selects an access point 204 that is likely to be connected to a particular charging pad in a parking lot and a connection 206 tries to establish with the access point.

Since the wireless charging may require the vehicle to be in a specific position, typically under some instructions from the controller of the charging system, the driver will take a process to properly align the vehicle and the bottom loading coils within the system tolerances 208 on. If the wrong access point is connected to the vehicle, significant time may be wasted in reconnecting to other access points to find the proper access point and / or positioning a vehicle just to determine that the charging pad is incompatible with the vehicle become.

Once a compatible vehicle is properly positioned over the charging pad, it begins 210 the wireless charging process. There may also be an exchange of login and payment information prior to the start of the store, but in general the loading process will follow the flow shown. The charging process continues until the vehicle battery is fully charged or reaches a desired state of charge. At this time ends 212 the loading process and the communication session will be terminated 214 , Throughout the entire coil alignment and charging process, the control of the charging system monitors safe operating conditions and fault conditions to ensure safe and proper charging 216 sure.

2 B shows an illustrative process for transmitting credentials. In this illustrative example, the access point transmits information regarding compatibility and terminates its services Identification and acceptance by a vehicle. In some illustrative examples, certain information that is more critical in ensuring compatibility may accompany a transmission that can be received and processed by a vehicle without actually connecting to the access point (handshaking). This information may include pad status (busy, reserved, idle, etc.), supported protocols, charging services, maximum vertical height (s), payment options, and more. Other information may be set as a lower priority, including performance characteristics (load speeds), form of payment (tariff, time based, flat rate, etc.), charging consortium, etc. The priority of the information may be moved up or down as needed, a general goal being to allow for efficient data exchange, saving time for the driver and facilitating error-free connections with access points (eg, no connection to incompatible pads, no connection with access points without a charge reference, no connection with access points in connection with occupied or reserved pads (for temporarily adjacent reservations) etc.). Based on the priority, the method of communication may be decided, such as before the connection, during or after the connection.

The communication methods may include, for example, advertised services based on 802 .11aq, interworking elements based on 802 .11u and hotspot 2.0 features include access network query protocol (ANQP) via GAS, beacon / probe-response, and other similar means of a receivable, interpretable transmission. The vehicle should be able to receive critical information from the access point prior to the connection and use that information to establish an appropriate connection.

Advertised services based on IEEE 802 .11aq may be used to define a new service (eg charging an electric vehicle) that the access point will announce. For example, in this example, an ASP infrastructure service defines a service deployment in ASP 1 and a session management in ASP 2 , This example can use WiFi Direct, WPS security or regular infrastructure.

In an example using interworking elements below 802 .11u and hotspot 2.0 For example, the access point may announce that it supports charging an electric vehicle using the interworking element. The access point may include the interworking element in beacon and probe responses. For example, the interworking element may include a Venue Group Code, a Venue Type, and an Access Network Type (eg, publicly available, secured, etc.). Other venue group codes and / or venue types may be defined to include other compatibility information.

In an example using ANQP over 802 .11u, the method may include the vehicle providing access point information using an ANQP / GAS request / response prior to connection based on defined hotspot information. 2.0 Specifications and 802 .11u request. The WLAN STA of the electric vehicle may request information from the access point about load support and other required compatibility parameters. The vehicle may also request a neighbor report from an already connected access point.

While the previously described methodologies that can be used for the pre-connection to most efficiently determine which access points are suitable for use by a particular vehicle or not, the use of all of the above processes during the connection or after the connection to exchange Information be possible.

In the in 2 As shown, the access point transmits a set of credentials 201 which may be used by a vehicle to determine if the access point is appropriate for connection (e.g., if the access point is connected to an available, compatible charging pad). Since multiple vehicles may receive the transmission and all desired access point services, a variety of methods may be used to "reserve" a particular pad in response to vehicle acceptance.

In this example, a sensor is provided to the charging pad, which monitors 203 to determine if a vehicle has already begun the engagement process for the pad. As long as a vehicle does not enter 205 , the process continues with the transfer of space according to availability. In other examples, once a vehicle or driver accepts a particular access point, the space may be considered "reserved" for a certain period of time. Other suitable reservation / detection processes are also appropriate, depending on the vendor-desired methodology for filling available loading pads.

Once a vehicle enters with the intervention 205 begins to connect to the network or otherwise accepts an available charging pad, the process can be used in conjunction with a charging pad the charging point to "occupied" 207 to adjust. If all pads are occupied in conjunction with a charging point, the process may transmit another status signal with advertised services indicating that there are currently no pads available and / or indicating when a pad may become available. This example explains the simpler explanation process for a system where load pads and access points share a one-to-one relationship.

Once a vehicle has accepted a transfer for an offer of charging pad usage from an access point, the process with the vehicle may formally pass through the access point 211 connect. This may include an exchange of credentials, payment information, etc., and may be similar to a typical connection to a wireless connection point. The access point may also begin to send geo-coordinates or positioning instructions to the vehicle. The driver (or in some cases an autonomous or partially autonomous vehicle) may use the received instructions to precisely position the vehicle for easier loading. Geocoordinates can be obtained, for example, by GPS systems, pre-allocation or other wireless positioning services based on cellular, wireless or other.

Once the vehicle is properly positioned, loading can begin 209 , The process estimates a load time 213 and may again change the transmission to reflect an estimated amount of time until the charging pad is again ready for use 215 is available. By modifying the transmission in the ways described, the transmission of the access point may, if appropriate, at least partially serve to cope with the driver's expectations and the queue of several vehicles that wish to use a limited number of access points. At least in this scenario, the driver may at least have a sense of when he can use a charging pad and / or use the transmission information to reserve a pad for use at a later, available time. Until the vehicle drives away, the access point sets the pad as "busy" and the access point can update and transmit the projected time when the pad will be available.

3 shows an illustrative process for handling credentials. In this illustrative example, the process is performed on the vehicle to deal with a transmission from an access point in a described manner or in a similar situation with advertised services.

The vehicle receives the transmission 301 that allows the vehicle to detect the access point and receive the credentials of the access point. In some implementations, the vehicle may receive this data in response to a sample or request sent by the vehicle to which the access point is responding.

In this example, based on the received credentials and definitions of one or more load pads in conjunction with the access point, the vehicle determines whether the vehicle's charging system has the announced charging services 303 is compatible. If the vehicle is not compatible, the process may block this access point based on a unique identifier (such as a MAC address) associated with the access point (to prevent inadvertent connection). 305 , This blocking may be permanent or temporary, depending on whether the charging compatibility of the access point or the vehicle will change in the future.

If the vehicle and the charging pad are compatible, as identified by the received information, the process may determine if the vehicle needs to be charged 307 , In other examples, the charging determination may be the reason that the vehicle is primarily looking for an adequate access point. This may include, for example, determining whether the vehicle is below a predetermined minimum charging threshold or, for example, whether the vehicle has insufficient charge to complete a scheduled trip. If charging is not "needed", the vehicle may offer a driver an option to select the charging point to use 309 ,

If the load is "needed", no matter under which conditions the vehicle defines the demand, the process may determine if automatic acceptance of the load point is activated 311 , Since different charging schemes may be used by different charging providers to queuing, it may be advantageous in certain situations for a vehicle to automatically accept access to an available charging pad, particularly when charging is required. This could help to ensure that the first on-site vehicle is first able to accept the offer, thereby preventing an available loading pad from being occupied by a later-arriving vehicle.

If no automatic acceptance parameters are set or if an automatic acceptance is not activated, the process can vehicle driver 309 re-loading as an option. If parameters are set and / or automatic charging is activated 311 , the process may determine whether predetermined criteria are met (which may include, among other things, costs, available time before a scheduled reservation by another vehicle, or other conditions that may affect a driver's willingness to use a particular point).

Once the charge has been accepted by a user or vehicle 315 In this example, the vehicle sends a response that accepts the use of an identified cargo bay 317 , In this example, acceptance by the vehicle results 317 to that the connection between the access point and the vehicle 323 is formally established. This deviates from the alternative in 2 B shown where the entry of a vehicle into an area around a charging pad (and some form of short-range identification) has resulted in a particular vehicle "claiming" the charging pad. A particular pad-claiming solution may be varied based on the presentation of the load options.

For example, an owner of a busy station, where there are numerous rows to load, may want to use the "entry = stress" system to prevent vehicles in a back row from claiming an open loading pad that the vehicle can not even reach. In other examples, the first accepted wireless signal may be used to establish a "claim" for the available pad. In other examples, the process may also include a time-out function that "releases" a pad from a claim if the pad is not used within a predefined time by the claiming vehicle.

In this example, the vehicle "claims" the charging pad by confirming its response to the access point communication and establishing a formal connection with the access point 323 , At this point, the access point may turn the vehicle into an available (or single) charging pad 319 in connection with the access point. This may include a number of directions and / or may include a particular use of an autonomous or driver assisted vehicle operation. Once the vehicle is properly positioned and the access point 321 is engaged, can be started with the loading 325 , There may be multiple charging pad positions associated with an access point.

4 shows another illustrative process for communicating credentials. In this illustrative example, the access point sends a first advertisement signal (signal_1). 401 if at least one charging pad is open and available, and / or for each open and available charging pad. When a vehicle is using an available charging pad 403 accepted, the process interrupts signal_1 for this pad (since the pad is no longer available) 405 ,

Once the process has finished offering the pad for use, the process starts a timer in this example 407 , In this case, the timer prevents a driver from "straining" an unused pad and then excessively decelerating before the pad is actually used. Until the timeout appears 409 , the process transfers the timer 413 , Both the accepting vehicle and other vehicles may receive this timer transmission so that any and all interested drivers may know when the pad will be available based on the non-usage. If the vehicle that accepted the pad offer a sensor or the actual power connection on the pad at one time 415 an intervention takes place, the process continues, taking into account that the pad is now in use. If the timeout occurs before the intervention, the process sends a notification that the accepted offer has not been used 411 (which may at least be received and displayed by the accepting vehicle, which may not yet be connected to the network for direct communication). This informs the accepting driver that he has missed his opportunity to use the pad due to an unnecessary delay. The process may then continue the communication of signal_1 (indicating an available pad).

Once the vehicle has engaged the pad (or, in some cases, simply accepted the offer), the process formally connects the access point to the communication with the vehicle 417 , If the connection establishment of the access point was successful 419 , the process may continue, but if the access point can not establish a connection (allowing direct communication), the access point may issue an error message 421 transfer. Until the direct communication has been established, the access point, by transmitting error messages, can keep the driver up to date with the situation and availability of the particular pad associated with the access point. In addition, if the vehicle has already engaged or begun to engage the pad, the transmission in this example may include a request for the vehicle to leave the pad, as in FIG Connection to facilitate the loading can not be established.

If the connection is successful, the process may communicate with the vehicle to determine the charging needs of the vehicle 423 , This may include, for example, determining a time amount before the charging pad is again available, which the process considers a delay 425 can be transmitted to other drivers who are not directly connected to the access point. If the expected load time of a previous reservation for pad use 427 In addition, in this example, the process may also directly notify the driver / vehicle that full loading is due to an earlier reservation by another vehicle 429 can not be completed. The access point may also determine vehicle compatibility with the charging pad based on the charge compatibility characteristics received from the access point.

At this time, until the vehicle leaves the pad 431 or a predetermined reservation time has been reached for another vehicle 433 , the process may continue to load the vehicle and transmit expected delays until the charging pad is available. When the vehicle leaves, the process may proceed with the transmission of signal_l. When the reservation time for another vehicle is reached, the process may disable loading 435 (so that the driver has no incentive to continue using the charging point) and request that the vehicle leave the pad 437 , A connection signal may then be sent to the reserving vehicle 439 Assuming that the vehicle is within range. If the vehicle is not within range within another predetermined timeout period, the process may go back and begin transmitting signal_1 (availability).

5 shows an illustrative process for vehicle guidance. In this illustrative example, the access point provides one or more signals to assist a vehicle in selecting and reaching an appropriate pad and positioning in the correct location for loading.

The process may include a first lead 501 (eg please to Pad 5 ancestor or please to the GPS coordinates X, Y ancestors, etc.), which assists a driver in positioning in the general area of the accept loading pad. Until the vehicle reaches the designated pad area (which may be determined, for example, by local short-range sensors and / or direct communication with the vehicle), the first guidance signal may continue. This signal may be sent as a transmission as well as a direct communication for use in systems where direct communication is not established until the vehicle is partially or fully in position. The positions can be assigned or determined using GPS or other wireless positioning technologies.

Once the vehicle reaches a predetermined pad area 503 , the process engages one or more short-range precision guide sensors 505 , The precise guidance may take a variety of forms, and any manner suitable for guiding the vehicle to the proper position is acceptable for use. In this example, short range communication sensors (BT, BLE, Zigbee, WLAN) may be used in conjunction with vehicle transmitters, transceivers, or other components to communicate the position (s) of the vehicle elements and guide the vehicle to the appropriate location.

In another example, multiple signal points (which may even be AP signal points for other APs) may be used to guide the vehicle to a position based on a known offset between a charge collector and a wireless receiver in a vehicle.

Until the short-range sensors in the charging area detect short-range vehicle transmissions (or vice versa) 507 , the process here instructs the vehicle to move forward 509 move (or in another appropriate direction). Once the sensors and signals engage 507 For example, the process may determine if the vehicle is properly aligned (which could be based on the received signal strength or, in another example, on all sensors that receive a particular form of signal when signals with sufficiently short range were used). Until the orientation of the vehicle (no matter in which selected form) has been detected 511 , the process may be the movement of the vehicle in the appropriate direction 513 instruct.

As previously indicated, autonomous or partially autonomous driving may be used at some point to position a vehicle faster and more accurately. In other examples, the directions of travel may be output via direct communication or even transmission for use by a driver until the vehicle is in a proper position for loading.

Once the vehicle is aligned, the process may instruct, transmit, or otherwise communicate a stop signal 515 , If a direct connection to the access point has not yet been established, the process can now establish a formal direct connection 517 , As before, the process may start loading 523 if the connection was established successfully 519 (since the vehicle is already in position). If the connection fails, the process may transmit a request for the vehicle to leave the pad 521 ,

While the connection is not established in this example while the vehicle is in the position for loading, in other examples the connection can be made much more quickly. If the connection is not established (at any time), the directions for positioning a vehicle may be transmitted through the access point or otherwise exchanged, for example, by short-range communication with a vehicle in a cargo area.

By using the illustrative embodiments, a system and method for determining and managing the availability, compatibility, and use of the loading pad can be achieved. The illustrative embodiments and similar variations provide a time-saving, efficient connection check that helps to ensure maximum availability for charging points, and helps the driver make useless and time-wasting connections to access points that are not connected to a charging pad or to unusable charging pads are connected to avoid.

Although exemplary embodiments have been described above, this has not been with the intention that these embodiments describe all possible forms of the invention. Rather, the terms used in the specification are words of description rather than limitation, and it is to be understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be logically combined to form situation-specific variations of embodiments described herein.

Claims (17)

System comprising: a processor configured to: To detect communication signals from an access point; determine an access point affiliation with a wireless charging pad based on data contained in the communication signals, the data providing pad compatibility characteristics; determine vehicle compatibility with the charging pad based on the compatibility characteristics; and in response to a vehicle being compatible with the charging pad to connect to the access point. System after Claim 1 wherein the processor is configured to detect the communication signals in response to a determination that the vehicle must be loaded. System after Claim 2 wherein the determination that the vehicle must be loaded is based on a vehicle load falling below a predefined threshold. System after Claim 2 wherein the determination that the vehicle must be loaded is based on a determination that the vehicle is not sufficiently loaded to complete a particular trip. System after Claim 1 wherein the processor is configured to connect to the access point based on a determination that the vehicle needs to be loaded. System after Claim 1 wherein the processor is configured to: display the access point on a vehicle display as a connectable option to facilitate loading; and connect to the access point in response to user selection of the access point from the vehicle display. System after Claim 1 wherein the processor is configured to receive instructions to navigate the vehicle in response to the connection to the access point to the charging pad. System after Claim 7 wherein the processor is configured to output the received instructions by a vehicle output. System after Claim 7 wherein the processor is configured to automatically navigate the vehicle to the loading pad based on the instructions. A system comprising: a processor configured to: determine that a first charging pad associated with a wireless access point is available for use; instruct the access point to communicate connection information and charging pad compatibility features; receive a request from a vehicle computer connected to the access point to use the first charging pad; determine the vehicle compatibility with the first charging pad; and in response to a requesting vehicle being compatible with the first charging pad, determining the first charging pad for use by the requesting vehicle. System after Claim 10 wherein the processor is configured to: determine whether a second of a plurality of charging pads associated with the wireless access point is available for use or reservation after the first charging pad has been designated for use; and, in response to a determination that a second charging pad is not available for use or reservation, instructing the access point to terminate the communication of credentials. System after Claim 10 wherein the processor is configured to: set a countdown timer in response to the first loadpad being set for use; and instruct the access point to communicate on the countdown timer remaining time. System after Claim 12 wherein the processor is configured to enable the determination of the first charging pad for use by the vehicle in response to the expiration of the countdown timer. System after Claim 12 wherein the processor is configured to end the countdown timer in response to the received indication that the vehicle has engaged the charging pad. System after Claim 10 wherein the processor is configured to: determine that a reserved time for use of the charging pad by a reserving vehicle is within a predefined threshold of a current time; and notify the requesting vehicle that the loading is ending. System after Claim 15 wherein the processor is configured to: stop loading in response to the notification; and send a request to the requesting vehicle to exit the charging pad. System after Claim 10 wherein the processor is configured to: determine that a reserved time for use of the charging pad by a reserving vehicle is within a predefined threshold of a current time; to instruct the access point to search for the reserved vehicle; and instruct the access point to communicate to the reserving vehicle in response to the access point establishing communication with the reserving vehicle, communication information, and charging pad compatibility features.

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