SE538795C2 - Motor Vehicle and Method of Detecting Obstacles in the Way of an Electric Power Supply Unit - Google Patents

Abstract

16 Abstract An electric-motor vehicle (100) has a power receiver unit (130)to wirelessly receive power (P) from an external power supplyunit (190) so as to power the vehicle”s electric motor (110) and/or charge an onboard chargeable electric power source (120). Asensor (140) examines a target area (A) containing the powersupply unit (190) towards which the motor vehicle (100) is drivenA control unit (150) generates an alarm signal of a first level (A1)in response to the sensor (140) detecting an obstacle (H) withina detection range (R). lf, after a threshold time after generatingthe alarm signal of the first level (A1) the obstacle remains withinthe detection range (R), and, if the motor vehicle (100) is drivenin a direction (D) determined to cause a negative impact by theobstacle (H) during interaction between the power supply unit(190) and the power receiver unit (130), the power supply unit(190) and the power receiver unit (130), the control unit (150)generates an alarm signal of a second level (A2). The alarmsignal of the second level (A2) is different from the first level(A1) with respect to: type, frequency, intensity and/or magnitude.Both levels of alarm (A1, A2) are perceptible by a human ope-rator of the motor vehicle (100), so as to warn the operator of theobstacle. (Fig. 1)

Description

AND PRIOR ART The present invention relates generally to solutions for wirelesslycharging electric motor vehicles. More particularly, the inventionrelates to a motor vehicle according to the preamble of claim 1and a corresponding method. The invention also relates to acomputer program product and a non-transitory computer read-able medium. lt is generally very convenient to charge an electric motor ve-hicle wirelessly, for example via an inductive interface betweenthe vehicle and a charging spot. Namely, then, the vehicle maysimply be driven to the charging spot and start receiving electricpower. However, the charging procedure is not unproblematic,since the onboard receiver unit must be physically aligned withthe charging spot. l\/loreover, due to the high power levels invol-ved, it is important that any obstacles in the way between the re-ceiver unit and the charging spot are avoided, especially magne-tic obstacles if inductive charging is used; or electrically conduc-ting obstacles if capacitive coupling is used to transfer the ener- QY- WO 2012/159994 describes a solution for inductive charging ofelectric vehicles, wherein obstacles (e.g. water, dirt, snow, icemetal cans or chewing gum paper) in the transmission path areremoved or eliminated automatically. A high level of efficiency ofenergy transmission is thereby ensured. At the same time, safe-ty is increased and the risk of a fire or material damage is pre-vented. To eliminate the disruption, different mechanical meansfor automatic cleaning and drying are presented. For example,the components for inductive charging can be sprayed downwith a water nozzle and then dried with a blower. Alternatively,the components can be tilted, pivoted or shaken in order to re- move objects, foliage, dirt or moisture or drive away animals.Optionally, sensors are used in order to determine a degree ofsoiling or the type of disruption. The charging process can alsobe adapted to the point of eliminating detected disruption fac-tors, or can be entirely cance||ed.

US 2012/0186927 discloses a power supply device and a poweracquisition device for an electromagnetic induction-powered el-ectric vehicle that increase a power transfer efficiency by maxi-mizing a lateral deviation tolerance and by minimizing a gap bet-ween the power acquisition device and the power supply devicewhile preventing the power acquisition device from colliding withan obstacle present on a road and being damaged by the col-lision.

US 2012/0161696 shows a solution for wirelessly transferringpower using parasitic resonators. Here, a wireless power recei-ver apparatus includes a receive circuit including a first coil. Thereceive circuit is configured to wirelessly receive power so as tocharge or power the electric vehicle. The wireless power trans-fer system may include sensors for use with systems to properlyguide the driver or the vehicle to the charging spot, sensors tomutually align the induction coils with the required separation/coupling. Other sensors detect objects that may obstruct theelectric vehicle induction coil from moving to a particular heightand/or position to achieve coupling. Safety sensors ensure a re-liable, damage free and safe operation of the system. For ex-ample, a safety sensor may include a sensor for detection ofpresence of animals or children approaching the wireless powerinduction coils beyond a safety radius, detection of metal ob-jects near the base system induction coil that may be heated up(induction heating), detection of hazardous events such as in-candescent objects on the base system induction coil, and tem-perature monitoring of the base wireless charging system andelectric vehicle wireless charging system components.

PROBLEIVIS ASSOCIATED WITH THE PRIOR ART Thus, various solutions exist for detecting, eliminating and byother means avoiding certain obstacles in the way between anelectric power source and a wireless power receiver in a motorvehicle that approaches the electric power source. However, no-ne of the existing solutions is capable of adequately alert thedriver if any detected obstacle cannot be avoided, and thereforethe charging process must be delayed until the obstacle hasbeen cleared away.

SUMMARY OF THE INVENTION The object of the present invention is therefore to solve the abo-ve problem, and thus offer an improved solution for wirelesslycharging an electric motor vehicle.

According to one aspect of the invention, the object is achievedby the initially described motor vehicle, wherein the control unitis configured to generate an alarm signal of a second level: if,after a threshold time after generating the alarm signal of thefirst level, the obstacle remains within the detection range, and,if the motor vehicle is driven in a direction determined to causea negative impact by the obstacle during interaction between thepower supply unit and the power receiver unit (or more general-ly, if the motor vehicle is driven in a direction in a direction esti-mated to cause a future problematic interspatial relationship bet-ween the obstacle), the power supply unit and the power re-ceiver unit. The alarm signal of a second level is different fromthe alarm signal of the first level with respect to: type, fre-quency, intensity and/or magnitude. Nevertheless, both thealarm signals of the first and second levels are configured to beperceptible by a human operator of the motor vehicle.

This motor vehicle is advantageous because it provides a widerange of means to ensure that the driver is timely notified of anyobstacle-related problems with the forthcoming charging. Conse-quently, both safety risks and the risk of mechanical damages can be reduced efficiently in connection with wireless chargingof electric motor vehicles.

According to one preferred embodiment of this aspect of the in-vention, the power receiver unit is arranged on a lower side ofthe motor vehicle, and the power receiver unit is configured towirelessly receive power from a power supply unit positioned in abase surface upon which the motor vehicle is driven. Hence, thecharging process can be made very uncomplicated and efficient.

According to another preferred embodiment of this aspect of theinvention, the at least one sensor contains: a single-lens came-ra, a stereoscopic camera, a laser scanner, a radar, a sonar and/or a metal detector. Thereby, it is possible to render the obstac-le-detection rate comparatively high.

According to a further preferred embodiment of this aspect ofthe invention, the motor vehicle has at least one user interfaceand/or communication interface configured to convey the alarmsignal of the first level to the human operator in the form of: anacoustic signal, a light signal, a notification on a dashboard dis-play unit, a notification on a heads up display, a notification onan intelligent front windshield, a notification on a pair of intelli-gent glasses and/or a notification on intelligent contact lenses.Naturally, this offers a high degree of flexibility in terms of noti-fying the driver of any obstacles in the way of the power supplyunit.

According to yet a further preferred embodiment of this aspectof the invention, the motor vehicle has at least one user interfa-ce and/or communication interface configured to convey thealarm signal of the second level to the human operator in theform of: mechanical feedback in a driver”s seat, mechanicalfeedback in a steering wheel, automatic speed control of themotor vehicle, automatic steering of the motor vehicle and/or au-tomatic braking of the motor vehicle. Thus, in addition to noti-fying the driver of a remaining obstacle, it may also be possible to automatically avoid (or at least mitigate the effects of) anysuch obstacle.

According to another preferred embodiment of this aspect of theinvention, the at least one sensor is configured to determine anature of the obstacle. The control unit is further configured tocategorize the obstacle into one of at least two predeterminedobstacle classes based on the determined nature of the obstac-le. The control unit is then configured to generate the alarmsignal of the second level depending on the obstacle class intowhich the obstacle is categorized. Hence, the driver can be noti-fied of the severity of the obstacle in a convenient and intuitivemanner.

According to another aspect of the invention, the object is achie-ved by the method described initially, wherein an alarm signal ofa second level is generated: if after a threshold time after gene-rating the alarm signal of the first level, the obstacle remainswithin the detection range, and, if the motor vehicle is driven in adirection determined to cause a negative impact by the obstacleduring interaction between the power supply unit and the powerreceiver unit, the power supply unit and the power receiver unit.The alarm signal of a second level is different from the first levelwith respect to: type, frequency, intensity and/or magnitude. Thealarm signals of the first and second levels are both configuredto be perceptible by a human operator of the motor vehicle. Theadvantages of this method, as well as the preferred embodi-ments thereof, are apparent from the discussion above with re-ference to the proposed motor vehicle.

According to a further aspect of the invention the object isachieved by a computer program product, which is loadable intothe memory of a computer, and includes software for performingthe steps of the above proposed method when executed on acomputer.

According to another aspect of the invention the object is achie- ved by a non-transitory computer readable medium, having aprogram recorded thereon, where the program is make a compu-ter perform the method proposed above when the program isloaded into the computer.

Further advantages, beneficial features and applications of thepresent invention will be apparent from the following descriptionand the dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS The invention is now to be explained more closely by means ofpreferred embodiments, which are disclosed as examples, andwith reference to the attached drawings, where: Figure 1 shows a schematic view of a motor vehicle in im-plementing one embodiment of the invention; andFigure 2 illustrates, by means of a flow diagram, the gene- ral method according to the invention for charging/powering an electric motor vehicle.

DESCRIPTION OF PREFERRED EMBODIMENTS OF THE IN-VENTION lnitially, we refer to Figure 1 that shows a schematic view of amotor vehicle 100 in which an embodiment of the invention isimplemented.

The motor vehicle 100 contains an electric motor 110, a charge-able electric power source 120 and a power receiver unit 130.The power receiver unit 130 is configured to wirelessly receivepower P from an external power supply unit 190 (preferably a vianear-field technique, e.g. through magnetic fields using inductivecoupling between coils of wire, or through electric fields usingcapacitive coupling between electrodes). Thereby, the electricmotor 110 can be powered and/or the chargeable electric powersource 120 can be charged.

Preferably, the power receiver unit 130 is arranged on a lowerside of the motor vehicle 100 (e.g. as illustrated in Figure 1) andthe power receiver unit 130 is configured to wirelessly receivepower P from a power supply unit 190 that is positioned in a ba-se surface 195 upon which the motor vehicle 100 is driven (e.g.as illustrated in Figure 1).

The motor vehicle 100 further contains at least one sensor 140and a control unit 150. The at least one sensor 140, which mayinclude a single-lens camera, a stereoscopic camera, a laserscanner, a radar, a sonar and/or a metal detector, is configuredto examine a target area A towards which the motor vehicle 100is driven. The target area A contains the power supply unit 190,which is configured to wirelessly provide power P to the powerreceiver unit 130 when the power receiver unit 130 is locatedwithin the target area A. The control unit 150 is configured to ge-nerate an alarm signal of a first level A1 in response to the atleast one sensor 140 detecting an obstacle H within a detectionrange R. The alarm signal of the first level A1 is configured tobe perceptible by a human operator of the motor vehicle 100.The alarm signal of the first level A1 may thus be representedby an acoustic signal, a light signal, a notification on a dash-board display unit, a notification on a heads up display, a noti-fication on an intelligent front windshield, a notification on a pairof intelligent glasses, and/or a notification on intelligent contactlenses. Therefore, the motor vehicle 100 preferably includes atleast one user interface and/or communication interface that isconfigured to convey the alarm signal of the first level A1 to thehuman operator on one or more of said formats. lf, after a threshold time after generating the alarm signal of thefirst level A1, the obstacle H remains within the detection rangeR; and, if the motor vehicle 100 is driven in a direction D deter-mined to cause a negative impact by the obstacle H during inter-action between the power supply unit 190 and the power recei-ver unit (130), the power supply unit 190 and the power receiverunit 130 (in other words - if the obstacle lies in the way of the power receiver unit 130, or is located relatively close to anexpected path for the power receiver unit 130 towards the targetarea A), the control unit 150 is further configured to generate analarm signal of a second level A2. The alarm signal of the se-cond level A2 is different from the alarm signal of the first levelA1 with respect to: type, frequency, intensity and/or magnitude.However, analogous to the alarm signal of the first level A1, thealarm signal of the second level A2 is also configured to be per-ceptible by a human operator of the motor vehicle 100.

Hence, according to one embodiment of the invention, the motorvehicle 100 includes at least one user interface and/or communi-cation interface configured to convey the alarm signal of the se-cond level A2 to the human operator in the form of: mechanicalfeedback in a driver”s seat, mechanical feedback in a steeringwheel and/or performing actions that involve automatic speedcontrol of the motor vehicle 100, automatic steering of the motorvehicle 100 and/or automatic braking of the motor vehicle 100. lt is further advantageous if the operator/driver of the motor ve-hicle 100 can be informed of the severity of the obstacle H in astraightforward and intuitive manner. Therefore, according toone embodiment of the invention, at least one sensor of the atleast one sensor 140 is configured to determine a nature of theobstacle H. Additionally, the control unit 150 is configured to ca-tegorize the obstacle H into one of at least two predeterminedobstacle classes (e.g. magnetic/non-magnetic, electrically con-ducting/electrically isolating, living entity/inanimate object), andbased on the nature of the obstacle H determined by the at leastone sensor 140, generate the alarm signal of the second levelA2 so that the character of the alarm signal of the second levelA2 depends on the obstacle class into which the obstacle H iscategorized.

Preferably, the control unit 150 contains, or is in communicativeconnection with a memory unit storing a computer program pro-duct, which includes software for making at least one processor in the control unit 150 execute the above-described actionswhen the computer program product is run on the at least oneprocessor.

Now, with reference to the flow diagram in Figure 2, we will des-cribe the general method executed in the control unit 150 accor-ding to the invention in connection with the motor vehicle 100being driven towards a target area A containing a power supplyunit 190 in order to wirelessly receive power P via the power re-ceiver unit 130. ln a first step 210, it is checked if an obstacle H has been detec-ted within a detection range R from the target area A. lf no suchobstacle H has been detected, the procedure loops back andstays in step 210; and otherwise, a step 220 follows in which analarm signal of a first level is generated. The alarm signal of thefirst level is configured to be perceptible by a human operator ofthe motor vehicle 100.

Then, a step 230 follows in which it is checked if a thresholdtime has expired. lf so, the procedure continues to a step 240,and otherwise the procedure loops back to step 220. ln step 240, it is checked if the obstacle H detected in step 210remains within the detection range R, and if the motor vehicle100 is driven in such a direction D that it is determined that anegative impact will be caused by the obstacle H during interac-tion between the power supply unit 190 and the power receiverunit 130. lf so, a step 250 follows, and otherwise the procedureloops back to step 210 (assuming that the obstacle H has beencleared out of the way). ln step 250, an alarm signal of a second level generated. Thealarm signal of the second level is different from the alarm sig-nal of the first level with respect to: type, frequency, intensityand/or magnitude. The alarm signal of the second level is alsoconfigured to be perceptible by a human operator of the motorvehicle 100. After having initiated the alarm signal of the second level the procedure ends. Thus, preferably, some kind of manualintervention is required to restart the procedure. This namely en-ables the operator to take the steps necessary to remove theobstacle H from the target area A before proceeding with thecharging of the motor vehicle 100.

All of the process steps, as well as any sub-sequence of steps,described with reference to Figure 2 above may be controlled bymeans of a programmed computer apparatus. Moreover, al-though the embodiments of the invention described above withreference to the drawings comprise a computer apparatus andprocesses performed in a computer apparatus, the invention thusalso extends to computer programs, particularly computer pro-grams on or in a carrier, adapted for putting the invention intopractice. The program may be in the form of source code, objectcode, a code intermediate source and object code such as inpartially compiled form, or in any other form suitable for use inthe implementation of the process according to the invention.The program may either be a part of an operating system, or bea separate application. The carrier may be any non-transitoryentity or device capable of carrying the program. For example,the carrier may comprise a storage medium, such as a Flash me-mory, a ROM (Read Only Memory), for example a DVD (DigitalVideo/Versatile Disk), a CD (Compact Disc) or a semiconductorROM, an EPROM (Erasable Programmable Read-Only Memory),an EEPROM (Electrically Erasable Programmable Read-OnlyMemory), or a magnetic recording medium, for example a floppydisc or hard disc. Alternatively, the carrier may be an integratedcircuit in which the program is embedded, the integrated circuitbeing adapted for performing, or for use in the performance of,the relevant processes.

The term “comprises/comprising” when used in this specificationis taken to specify the presence of stated features, integers,steps or components. However, the term does not preclude thepresence or addition of one or more additional features, inte-gers, steps or components or groups thereof. 11 The invention is not restricted to the described embodiments inthe figures, but may be varied freely within the scope of theclaims.

Claims (1)

1. (51 1G Zíi 3G “52 Ciairne t. A nteter vehiete (ttštš) eernprieing: an eiectrie nteter (t 1G), a chargeahie eieetric pewer eeurce (tZÛ), a pewer receiver unit (tßu) centigured te wireieeeiy reeeivepevver (P) trern an externai pevver euppiv unit (199) se as te ee-wer the eiectrie meter (t td) andler eharge the chargeahte eiect-rie pewer eeurce (tZG), at teaet ene eeneer (tatt) eentigured te examine a targetarea (A) tewarde which the rneter vehieie (ttttš) is driven, the tar-get area (A) eentaining the pewer euppiv unit (19%) which ie cen-tigured te ivvireieeeiy previde pewer (P) te the pewer receiver unit(139) when iecated within the target area (A), and a centret unit (tätt) centigured te generate an aiarrn eignaiet a tiret ievei (At) in reeeenee te the at ieaet ene eeneer (tee)deteeting an ehstaeie (H) within a deteetien range (R),eharacterized in that, it atter a thresheid tirne atter generating the aiarrtt eignai etthe tiret ievei (At) the eeetacie remains within the detectien ran-ge (R), and it the nteter vehicie (tttfi) ie driven in a direetien (D) deter-inined te cauee a negative impact hy the ehstaete (H) during in-teraetien hetvveen the petfver euppiy unit (1Qti) and the peiwer re-ceiver tinit (tätt), the centrei unit (täü) ie ttirther centigured te: generate an aiarin eignai et a seeend ievei (A2) which isditterent frem the tiret teve) (At) with reeeeet te at ieast ene et:type, frequency, intensity and ntagnitude; the aiarrn eignaie etthe tiret and eecend ieveie (At, A2) eeing eentigured te he per-eeptieie hy a huntan eperater et the rneter vehicie (1GG). 2. "the rrietei' vehieie (tGtIi) aeeerding te eiairri t, wherein thepewer receiver unit (tätt) ie arranged en a iewer side et thenteter vehicie (tue), and the pewer receiver unit (tätt) ie centigu-red te wireteesiy receive eewer (F) trern a eewer suepiy unit(196) peeitiened in a haee surface (195) upen *which the metervehieie (ttfitü) ie driven. 2G 3G “H3 3. "the meter vehiete (tttti) accerding te any ene ef eiairne ter 2, wherein the at teaet ene senser (tatt) eerneriees at ieaetene et: a eingiaiene earnera, a etereeecceie carnera, a iaeereeanner, a radar, a eenar and a ntetat deteeter. a, ”the nteter vehieie (ttttt) aceerding te any ene et the preee~dine eiainfte, tyherein the rneter vehicie (tüíi) cernerieee at ieaetene eeer intertace and/er eentnttinieatien intertace eentigured teeenvey the aiarrn eignat et the firat teyet (At) te the ttentan eee-rater in the terrn et at ieaet ene et: an aeeeetie eignat,a tight eignai,a netiticatien en a daeheeard dieeiay enit,a netitieatien en a heads de dieeiay,a netiticatien en an inteiiigent trent Windehieid,a netitieatien en a pair et inteiiigent giaeeee, anda netitieatien en intetiigent centaet ieneee.5. “the rneter vehieie (ttltíi) aeeerding te any ene et the ereee-dine eiairtte, Wherein the meter vehicie (tttti) eernerieea at ieaatene eeer interface and/er centntuitieatien intertaee eentigered tecenyey the aiarrn aignai et the eeeend ievet (A2) te the hernaneeerater in the terrn et at teaet ene et: nteehanieai feedback in a drivere aeat, rrteehanieai teedhaek in a ateering Wheei, aeternatic speed centret et the rneter vehicte (tOG) atitentatie eteering et the rneter vehicie (100), and aeternatie braking et the rneter yehiete (tGÜ). 6. “the nteter vehieie (tÛO) aeeerciing te eiaint fi, vvherein theat ieaet ene eeneer (140) ie centigered te determine a natere etthe eeataete (tt), the eentrei unit (tätt) ie eentigered te eategeri-ze the ehetaeie (tt) inte ene et at teaat twe eredeterinined eba-tacie ciaseee based en the nature et the eeetacte (tt) deterini»ned hy the at ieaet ene eeneer (140), and the atarrn eignat et theeeeene ievei (A2) generated by the eentrei unit (tätt) deeende 2G 3G “tft en the ehsteeie eieee inte which the eheteeie (H) ie cetegerizee. Y”. A rnethee perterined in e meter vehicie (tOÛ) eernprieingen eteetric nfteter (ttü), e chergeehie eiectric pewer eeuree(129), e newer receiver unit (tštt) fer wireieeeiy reeeivirig eewer(F) trern en exterhei newer eupety unit (tätt) se es te pewer theeiectric rneter (t ttš) ene/er cherge the chergeehte eteetrie peiwei'eeuree (tZtIi), ene et teeet ene eeneer (te-G) ter exernining e ter-get eree (A) tewerde whieh the rneter veiticte (tue) ie ttriven, theterget eree (A) eehteining the pewer eeeety unit (tätt) which iecentiguree te wireteesty previde peiwer (P) te the pewer receiverunit (tíštfit) when ieceted within the terget eree (A), the ntetheticernprieirtg: genereting en eterrn eignet et” e first ievet (At) in respeneete the et ieest ene eeneer (140) eetecting en ehetecte (i~i} withine detection renge (R),chereeteršzee hy if efter e threeheie ttrne efter genereting the eterrn signei etthe first ievei (At) the ehetecte renteiite tfifithin the detectien ren-ge (R), ene if the meter vehicie (tÛÛ) ie driven ih e direction (D) deter-ntinee te eeeee e negative irripect hy the ehstecte (H) during in-tereetien between the pewer euppiy unit (tätt) ene the newer re-ceiver tinit (tätt), the ntethee eerrtprieee: genereting en eierrn eignei et e eecene Eevet (A2) which iedifferent trein the tiret tevet (At) with respect te et ieest ene ef:type, frequency, inteneity end ntegnitutie; the eierrrt eignete etthe firet ene eeeene ieveie (At, A2) heing cenfiguree te he per-eeptihte hy e huineri epereter et the meter vehiete (ttštš). S. "the rnethee eccertting te eteirn If, wherein genereting theeierrn eignei ef the firet tevei (At) tnvetvee preducing et teeetene ef: en eceeetic eighet, e tight eignei, e netificetien en e eeehheere eiepiey unit, 2G 3G a rfetificatten en a heade up dieptay, a netitieatien en an šnteåtigent trent wâncishietci, a netiticatien en a pair et intetåigent gtaeses, anda netificatâen en intettigent centaet ieneee. a. The methed accereing te any ene et eåairne 7' er 8, whereingenerating the atarrn ešgnat ef the eecend ieveš (A2) inveåves atEeast ene et:preducing nteehanieat teeettaeit in a erivere eeat,predueing meehanicat feedback in a eteering wheeš,auternatâc centret ef the speed ef the meter vehâcte (tOG)autematâc centret ef the eteering ef the meter vehicte(tGG), eneautematâc centret ef the erakee et the meter vehicte (ttštš). te. The rnethed aceerding te any ene ef cšaime 7 te 9, furthereeinprieing: determining a nature et the epetacte (tt) via the at šeaetene eeneer (ta-Û), categertzing the eeetacše (H) inte ene et at ieast twe pre-deterntinee eestaete eåaeeee eaeee en the nature et the eeetacte(H) determined ey the at ieaet ene eeneer (ta-G), ana generating the atarm eignai et the aecend tevei (A2) de-peneâng en the ebetacte ctaee inte which the eeetaete (H) ts ea-tegerized. tt. A computer eregrant preduct Eeadaete inte a mernery ef atteaet ene computer, eemprising software ter eerferming thesteps et the rnethed aecerding te any ef the ctašme 7 te 'ätt whenexecuted en the at ieaet ene cernputer. 12. nen-traneitery centputer reaeahte medium having a pre-grarn reeerdect thereen, where the pregrarn ie te make at teaetene eentputer perferrn the steps et any et the cšairns 7 te tt).